STRAIGHT AND
By Bob Lickteig President Antique/Classic Division At the regularly scheduled EAA An­
tique/Classic Board of Directors meet­
ing held at Oshkosh on January 26, two
new Directors were elected and three
new advisors appointed. The two direc­
torships were vacant with the resigna­
tion of AI Kelch and Claude Gray as
announced in the NC News column of
the February issue of THE VINTAGE
AIRPLANE. Ray Olcott was elected to
serve out AI Kelch's term and Dan
Neuman to fulfill the unexpired term of
Claude Gray.
Ray Olcott learned to fly at Bishop
Airport, Flint, Michigan in 1935 working
as a line boy and flying a C-3 Aeronca.
He served with the Army Air Corps dur­
ing World War II, and returned to oper­
ate an airport in Indiana. Ray became
an official of Railway Express and
moved around the country with the
company. Eight years ago he and his
wife Jo moved to Florida where they
manage a condo RV resort. Ray is ac­
tive in local EAA Chaper 180. He has
been President for the past three years
and was recently re-elected for another
term.
He currently owns a classic Cessna
180. One of his four grandchildren is
also an EAA member and helps at Osh­
kosh each year as does Ray's wife, Jo,
who is Co-chairman of the Antique/
Classic Headquarters staff. Ray has
been active in Antique/Classic work for
many years, and was appointed Advisor
to the Antique/Classic Board in 1983.
He serves as Co-chairman of the An­
tique/Classic Manpower Committee at
Oshkosh.
Dan Neuman learned to fly at Detroit
City Airport, Detroit, Michigan in 1935
2 APRIL 1985
and became an A&P while attending
high school. He was employed by Stin­
son Aircraft and later Warner Aircraft in
the engine testing section. Prior to
World War II he was Chief Pilot for an
FBO in Detroit, instructing and flying
charter. He instructed during World War
II in the Civilian Pilot Training program
before being hired as a pilot by North­
west Airlines from 1942 to 1978. He
was also an FAA designated Check and
Training Pilot.
Dan became involved with aircraft
now considered antiques and classics
in 1947. He has owned and restored
various aircraft including a Staggerw­
ing, Spartan, Stinson, Monocoupe, and
Waco. He won the National Grand
Championship with his Curtiss IN-4D
in 1967 and with his Buhl LA-1 Pup in
1980. Dan was appointed to the An­
tique/Classic Board of Directors in 1982
and was named Chairman of the An­
tique/Classic Interview Circle for Osh­
kosh '84.
Our newly appointed advisors are
Tim Bowers of Woodland , California,
Phil Coulson of Lawton, Michigan , and
W. S. "Jerry" Wallin of Kent, Washing­
ton .
Tim Bowers was born and reared in
the Sacramento Valley in California and
joined EAA in 1963 when he was still in
high school. He soloed in a Luscombe,
then later purchased and restored it.
This beauty was awarded the Grand
Champion Classic winner at Oshkosh
in 1979. Tim was co-founder of the Con­
tinental Luscombe Association and is a
past officer. He has been active in An­
tique/Classic judging at fly-ins around
the West Coast, and for the past five
years has been an Antique/Classic
judge at Oshkosh. He is presently re­
storing a 1938 Dart G, serial number 6.
Tim's wife Barbara also attends Osh­
kosh and supports his EAA activities
100%.
Phil Coulson learned to fly off a grass
strip in Lawton, Michigan in 1962. His
original dual instruction and solo flying
was in a Piper J-5. Phil is a charter
member of Antique/Classic Chapter 8
and a past president. His military career
was four years in the U.S. Air Force dur­
ing the Korean War.
Phil has been a regular at Oshkosh
since 1970. We all appreciate the an­
nual Antique/Classic Parade of Flight
activity at the Oshkosh Conventions.
Phil has been chairman of this event for
the past six years.
LEVEL He is a lover of Wacos and owns a
Kinner-powered INF plus a classic
Cessna 190. Phi l is a registered sur­
veyor and engineer working out of Law­
ton, Michigan . He loves old airplanes
and old airplane people as does his wife
Ruth, who is Co-chairman of the An­
tique/Classic Headquarters Committee.
"Jerry" Wallin started his career in the
Navy at the age of 18. After World War
II he completed his formal education
and joined United Airlines as a passen­
ger agent. Jerry received his flight train­
ing at Stapleton Field, Denver, Col­
orado. He was hired by Northwest Air­
lines in 1953 and furloughed the same
year. He then joined Reeve Aleutian
Airways in late 1953 and flew DC3's
throughout Alaska and the Aleutian
chain . He was recalled by Northwest
Airlines in 1957 and remained with the
company until his retirement in 1983.
He is a past officer of EM Antique/
Classic Chapter 9, known as the Puget
Sound Antique Airplane Club, and is
currently President of the Northwest
Stinson Club. Jerry's logbook now
shows 26,487 hours. He currently owns
a 1947 Stinson Voyager, a 1936 Stin­
son Reliant, and a 1940 Beech
Staggerwing.
These new members of your home
team bring years of experience to our
area of Antique/Classic aviation and fly­
ing club expertise. As you can see, we
are broadening the geographical loca­
tion of our management team and can
now serve our members on a coast-to­
coast and border-to-border basis. All of­
ficers, directors and advisors are avail­
able to you for help in any area. Do not
hesitate to call or write them at any time;
you will get answers.
We are fortunate to have such qual­
ified and dedicated people in our ranks.
All of the officers, directors, and ad­
visors serve on a voluntary basis and
contribute their time and expense to
serve you, our members. I know I can
speak for all the EAA Antique/Classic
Division members in saying, "Welcome
Aboard, " to our new Directors and Ad­
visors.
Join us and you have it all..
J
A PAST PRESIDENT SPEAKS
by E. E. "Buck" Hilbert
(EAA 21 , AlC 5)
P. O. Box 145
Union, IL 60180
I quote from the President's letter .. .
"I would like to have an article, photo­
graph and/or statement from you re­
garding the first fifteen years of our
Antique/Classic Division's organization
and the activities that have been as­
sociated with it."
Yours very truly,
R. J. "Dobbie" Lickteig
Easy! Nothin' to it! Just encapsulate
fifteen years of the group's history,
bleed a little, laugh a little and shed a
few tears. That's all there is to it! Right!
Now get with it!
But how? I sit here and look at the
file cabinet with all the copies of THE
VINTAGE AIRPLANE going back to
1972, and all I can see in my mind is a
procession of people and names. I'm
also reminded that our third President,
J. R. Nielander, had promised to write
the history of the Division and has the
early minutes and first printings of THE
VINTAGE AIRPLANE. I wonder if he'll
ever get it done?
There they are . . . over thirteen years
of VINTAGE. How did I get involved?
How did all this get started and evolve
into the great group that we have
today? I'll have to rely on memory for
some of this, but as I recall , the need
for this activity was born of the desire
to have a special parking area for the
type of airplarles we enjoy. The parking
at EM functions from the beginning
was first in, first parked. There wasn't
much in the way of class, age or type
segregation and the aircraft were
parked in row after row as they arrived .
As they departed, new arrivals were
plugged into the holes left in the line. It
resulted in variety and I kind of liked it
that way. But as the Fly-in grew, so
grew the parking problems.
In 1969 during the last EAA Conven­
tion at Rockford , Illinois a group of us
including Charlie Sheetz, Lee Parsons,
Bob Heuer, and Troy and Bill Dodd dis­
cussed the benefits of an organization
within EAA made up of those members
with a specific interest in antique and
classic aircraft. This special interest
group could then handle the parking of
the older planes at the Annual Conven­
tions.
Exit Rockford in '69 and enter Osh­
kosh in '70. Now, with the additional
space and better facilities at Wittman
Field, we asked Paul Poberezny for our
own parking area. He said, "You want
it, you got it, but you must take care of
your own!"" And THAT is how it all
started. Next we elected a President
and a VP and with a couple dozen more
volunteers, we really started to do our
thing. We became a full-fledged part of
the annual EAA Convention with our
own volunteers and parking area. The
ball kept gettin' bigger and bigger. Dave
Jameson was the first president and
guys like Lee Parsons, Berne Yocke , J.
R. Nielander, Jack Winthrop, Kelly Viets
and literally dozens of others came out
to help.
I became president in November of
1972 and with all the pushin ' & shovin'
from behind, some seed money from
EAA, and assistance from editor Jack
Cox, a magazine got started. We were
on our way!
We didn 't have computers then and
we didn't have a lot of know how, but
we did have Bonnie Poberezny,
Dorothy and Gene Chase, Jack and
Golda Cox, and later AI and Lois Kelch .
Then there was Jack Lang, Kelly and
Edna Viets, Jack and Pauline Winthrop,
Nick Rezich , George York, Ted Koston ,
Dick Wagner, and a lot of help and en­
couragement from Paul and AUdrey.
It all began to come together and with
the many others who helped, we
proudly showed a fancy computer list of
more than 2,500 members when I res­
igned in early '76.
I really didn't want to leave. I wanted
to see this thing grow and provide even
more services to the members of EAA
who were into antiques and classics.
After all, my whole family was involved,
too. We acquired the old Red Barn at
Oshkosh and began with that as the
nucleus of what has evolved into the
neatest facility on Wittman Field.
Thanks to the leadership of AI Kelch ,
we now have a dandy porch.
Through the efforts of AI Kelch ,
Claude Gray, and Gar Williams we have
a set of judging standards that are fol­
lowed WORLDwide. Also, we have a
judging group of professionals who use
those rules .
So what do I say? What CAN I say?
Our Antique/Classic Division is built
around airplanes by people who love
those airplanes. Unselfish people who
are willing to support EAA and who care
enough to make it the best! People who
helped build a successful organization
within an even greater organization ;
people who contributed to the new air
museum, the EM Air Academy, resto­
ration projects and other worthy pro­
grams ; dedicated people who are
bonded together by the love of their
airplanes and a common desire to pass
all this on and share it with others.
I'm proud to have been involved with
the origin of the Antique/Classic Divi­
sion and privileged to have walked and
worked with all the wonderful people
who made this whole thing grow. I know
I've not mentioned many of those who
contributed , each in his or her own way,
but I'm eternally grateful to all of you for
everything you've done .. .. Look about
you! Look at your accomplishments!
AIN 'T IT GREAT!!!
Over to you! •
VINTAGE AIRPLANE 3
Compiled by Gene Chase
OSHKOSH '85 HOUSING
If you still don 't have housing re­
served during Oshkosh '85, better get
cracking ! Most Oshkosh area motels
have long since sold out. For informa­
tion on remaining space, call the Hous-'
ing Hotline at 414/235-3007, Monday
through Friday, from 8:00 a.m. to 4:00
p.m., Central Time .
(b) Within 100 hours time-in-service
replace any filter on which the time-in­
service cannot be determined utilizing
the aircraft maintenance records for this
determination. NOTE : This AD does not
alter current maintenance procedures
which require inspection of paper induc­
tion air filters at 100 hours time-in-ser­
vice and annual inspections and re­
placement as necessary based on filter
condition ."
And , yes, this AD does apply to
homebuilts.
AIRST AIR NEEDED
With EAAers traveling to Oshkosh
Conventions these days in or on every­
thing from bicycles to chartered airlin­
ers, some specials needs have arisen.
Wittman Field no longer has large jet
airline service, so the airport no longer
has an airstair available to EAA during
the fly-in. If anyone knows of the avail­
ability of an airstair, please contact Tom
Poberezny at 414/426-4800.
ANTIQUE ENGINES OSHKOSH
In past years a popular activity at the
annual EAA Conventions at Oshkosh
has been the running of the EAA Avia­
tion Museum's replica 1903 Wright
Flyer engine.
EAA members Steve Hay and his son
Jim built this replica engine, and as they
have in the past, will display and run it
again this year at a tent devoted to an­
tique aircraft engines. It is hoped to ex­
pand this activity at the Convention and
others wishing to display and run an an­
tique aircraft engine are asked to con­
tact Jim or Steve Hay at HAY MFG.
CO., INC., P.O. BOX 7, LAKE
GENEVA, WI 53147, phone 414/248­
6157.
Jim and Steve are organizing this
activity under the direction of the EAA
Aviation Foundation .
SMITHSONIAN AIRCRAFT RESTO­
RATION SEMINAR
The Smithsonian Institution is offer­
ing a four-day program, "Aircraft Resto­
ration at the Smithsonian", May 19-23
in Washington, DC. Master craftsman
of the NASM's Paul E. Garber Facility
will conduct the sessions. For complete
information, call 202/357-2475.
CHARLES W. HARRIS IS HONORED
Charles W. "Charlie" Harris (EAA
96978, AlC 2158), Tulsa, Oklahoma,
was named 1984 Oklahoma Aviator of
the Year at a ceremony in the Ok­
lahoma Air Space Museum at Ok­
lahoma City on Kitty Hawk Day, De­
cember 17. Charlie is a lifetime member
of EAA and also belongs to lAC and
Warbirds. He is a charter member of
the Antique/Classic Chapter 10 and is
President of lAC Chapter 10.
Charlie's stable of aircraft includes a
Piper J-3, Culver Cadet, Pitts S1 Sand
Pitts S2A.
INDUCTION AIR FilTER AD
FAA has amended Airworthiness Di­
rective 84-26-02 Induction Air Filters,
effective January 29, 1985. A rare AD
that applies to almost every aircraft in
the civil aviation fleet, it requires that
any machine that uses paper induction
air filters must accomplish the following :
"Within the next one hundred hours
time-in-service after the effective date
(1-29-85) of this AD or prior to the ac­
cumulation of 500 hours time-in-service
on the filter, whichever occurs later, and
thereafter at intervals not exceeding
500 hours time-in-service on the filter:
(a) Replace the air filter with a new
filter that is FAA approved for the
airplane installation.
4 APRIL 1985
In 1950 he opened his field to other
flying schools and operations, and bus­
Harvey Young , 67, founder/operator iness flourished . Harvey Young Airport
of the airport at Tulsa, Oklahoma bear­ became a mecca for grass roots flying
ing his name died on February 16, and the hub for sport aviation activities
1985. In 1941 Harvey purchased land in the area.
east of Tulsa and built an airport where
A few years ago Harvey donated his
in addition to his own flight training airport land to a Tulsa hospital with the
school, he operated WTS and CPT pro­ stipulation he could live there and oper­
grams training future military pilots dur­ ate the field until his death. With his
ing WW II.
passing the future of the airport will be
At the end of the war he closed his short-lived. Harvey Young's generosity
own flying service and leased the air­ and enthusiasm for "our kind of flying "
port to Spartan School of Aeronautics made available one of the nicest grass
for five years for their GI Training Pro­ roots airports in the Midwest for the op­
gram. More than 200 students a day eration of all kinds of sport aircraft. He
flew during the peak of this activity.
will be missed by many . •
HARVEY YOUNG, 1918-1985
PUBLICATION STAFF
PUBLISHER Paul H. Poberezny DIRECTOR, MARKETING & COMMUNICATIONS Dick Matt EDITOR Gene R. Chase APRIL 1985 • Vpl. 13, No.4
CREATIVE ART DIRECTOR Mike Drucks MANAGING EDITOR/ADVERTISING Mary Jones EDITORIAL ASSISTANT Norman Petersen FEATURE WRITERS George A. Hardie, Jr. Dennis Parks Roy Redman Copyright « 1985 by the EAA Antique/Classic Division , Inc. All rights reserved .
Contents
2
3
4
EAA ANTIQUE/CLASSIC DIVISION, INC. OFFICERS President
R. J. Lickteig
1620 Bay Oaks Drive
Albert Lea, MN 56007
507/373-2922
Vice President
Roy Redman
Rt. 3, Box 208
Faribault, MN 55021
507-334-5922
Secretary
Ronald Fritz
15401 Sparta Avenue
Kent City, MI49330
616/678-5012
Treasurer
E. E. " Buck" Hilbert
P.O. Box 145
Union, IL 60180
815/923-4591
DIRECTORS
6
9
10
14
16
18
19
20
John S. Copeland
9 Joanne Drive
Westborough , MA 01581
617/366-7245
Stan Gomoll
1042 90th Lane, NE
Minneapolis, MN 55434
6121784-1172
22
Dale A. Gustafson
7724 Shady Hill Drive
Indianapolis, IN 46274
317/293-4430
Espie M. Joyce, Jr.
Box 468
Madison, NC 27025
919/427-0216
25
Morton W. Lester
P.O. Box 3747
Martinsville, VA 24112
703/632-4839
Arthur R. Morgan
3744 North 51st Blvd.
Milwaukee, WI 53216
414/442-3631
Daniel Neuman
1521 Berne Circle W.
Minneapolis, MN 55421
612/571-0893
Ray Olcott 1500 Kings Way Nokomis, FL 33555 813/485-8139 Gene Morris
15C Steve Court, R.R. 2
Roanoke , TX 76262
817/491-9110
S. J. Wittman Box 2672
Oshkosh,Wl54901
414/235-1265
John R. Turgyan
Box 229 , R.F.D. 2
Wrightstown , NJ 08562
609/758-2910
George S. York
181 Sloboda Ave.
Mansfield, OH 44906
419/529-4378
ADVISORS
Timothy V. Bowers
729 - 2nd St.
Woodland , CA 95695
916/666-1875
Phillip Coulson
28415 Springbrook Dr.
Lawlon, MI 49065
616/624-6490
S. H. " Wes" Schmid
2359 Lefeber Road
Wauwatosa, WI53213
414/771-1545
W. S. "Jerry" Wallin
29804 - 179 PI. SE
Kent, WA 98031
206/631-9644
Gar Williams
Nine South 135 Aero Drive
Naperville, IL 60540
312/355-9416
24
26
27
28
Straight and Level
by Bob Lickteig
A Past President Speaks
by E. E. "Buck" Hilbert
AlC News
by Gene Chase
Pasped Skylark
by Gene Chase
Vintage Literature
by Dennis Parks
AI Menasco, Aviation Pioneer
by Chet Wellman
AlC Photo Contest
by Gene Chase
Interview Circle
by Gene Chase
Type Club Activities
by Gene Chase
Calendar of Events
Tigers Under the Southern Cross
by Tony Stinson
Explaining the Stinson Reliant Myth
by Roy Redman
Flying and Glider Manuals
by Norm Petersen
Mystery Plane
by George A. Hardie, Jr.
Letters to the Editor
Vintage Trader
Member's Projects
by Gene Chase
Page 6
Page 10
FRONT COVER ... The one and only 1935 Pasped W-l Skylark,
NC14919, SIN 1 owned by Bob Greenhoe (EAA 12510, NC 8626),
115 Carolina Street, Alma, MI 48801.
(Photographed at Oshkosh '84 by Ted Koston.)
BACK COVER ... This beautiful 1954 Cessna 170B, N2535C, SIN
26179, has won many awards over the years. Owner is Bob Bass
(EAA 20211, NC 482), 2700 Lago Vista Loop, Irving, TX 75062.
(Photographed at Oshkosh '84 by Ted Koston)
The words EAA, ULTRALIGHT, FLY WITH THE FIRST TEAM , SPORT AVIATION , and the logos of EXPERIMENTAL
AIRCRAFT ASSOCIATION INC., EAA INTERNATIONAL CONVENTION, EAA ANTIQUE/CLASSIC DIVISION INC. ,
INTERNATIONAL AEROBATIC CLUB INC., WARBIRDS OF AMERICA INC., are registered trademarks. THE EAA
SKY SHOPPE and logos of the EAA AVIATION FOUNDATION INC. and EAA ULTRALIGHT CONVENTION are
trademarks of the above associations and their use by any person other than the above associations is strictly
prohibited.
Editorial Policy: Readers are encouraged to submit stories and photographs. Policy opinions expressed in articles
are soley those of the authors. Responsibility for accuracy in reporting rests entirely with the contributor. Material
should be sent to : Gene R. Chase, Editor, The VINTAGE AIRPLANE , Wittman Airfield , Oshkosh, WI 54903-2591.
Phone : 414/426-4800.
The VINTAGE AIRPLANE (ISSN 0091-6943) is published and owned exclusively by EAA Antique/Classic Division,
Inc. of the Experimental Aircraft Association, Inc. and is published monthly at Wittman Airfield , Oshkosh , WI 54903­
2591 . Second Class Postage paid at Oshkosh , WI 54901 and additional mailing offices. Membership rates for
EAA Antique/Classic Division , Inc. are $18.00 for current EAA members for 12 month period of which $12.00 is
for the publication of The VINTAGE AIRPLANE . Membership is open to all who are interested in aviation.
ADVERTISING - Antique/Classic Division does not guarantee or endorse any product offered through our advertis­
ing. We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising
so that corrective measures can be taken .
Postmaster: Send address changes to EAA Antique/Classic Division, Inc., Wittman Airfield , Oshkosh, WI 54903-2591 .
VINTAGE AIRPLANE 5
Photo by Ted Koston
Power is 165 hp Warner. Note double flying wires, pitot tube under left wing and streamline fairings on landing wires.
PASPED W-1 SKYLARK by Gene Chase
(Photos by the author, except as noted)
One of the more unique airplanes at
Oshkosh '84 was Bob Greenhoe's two­
place Pasped W-1 Skylark, NC14919,
SIN 1. This one of a kind machine was
designed in 1933 by Fred Pastorius and
Stanley Pederson from whose sur­
names the name "Pasped" was derived.
Two brothers, Sy and Bill Perkins actu­
ally built most of the plane. They were
assisted by Pastorius, Pederson and a
Mr. Kip Larson.
The Pasped was completed in 1935
and test flown by Pastorius in June of
that year.
The plane was originally certificated
with a 125 hp Warner engine. Later, ap­
proval was granted for the 145 and 165
hp versions. It is currently powered with
6 APRIL 1985
the latter. The Pasped was issued a
Group 2 approval number 546 on Oc­
tober 31, 1937 (see Juptner's U.S. Civil
Aircraft, Volume 9, page 196).
The owners had hoped to win a gov­
ernment contract to build trainers for the
military, but competition was great and
that goal was not met. Only one Pasped
Skylark was built by the fledgling com­
pany at the Glendale, California Airport
where Kinner Airplane and Motor Corp.
was also located. Undaunted , the com­
pany contributed to the war effort by
manufacturing parts for other major
companies during WW II.
If the military wasn't interested in the
Pasped Skylark in those early years,
the movie industry certainly was, and
the plane was featured in several
movies, usually flown by well-known
Hollywood stunt pilot, Paul Mantz.
Owner Greenhoe recalls that one of the
movies was "Without Orders" starring
Robert Armstrong and Sally Eilers. In
those days the plane was owned by
Pastorius, Pederson and Sy Perkins. It
was also seen in several "Smilin Jack"
comic strips by popular cartoonist Zack
Mosely.
Bob purchased the plane in 1960
from Vic Kirby, manager of the airport
at Hanibal , Missouri. The Pasped was
flying and in good shape. Bob put about
350 hours on the plane over the next
20 years, then began a full restoration
of the rare machine.
A previous owner had modified the
canopy to swing open from the top and
This is how the Pasped Skylark was featured in color on the front cover of the April,
1941 issue of FLYING AND POPULAR AVIATION magazine. There was no article on the
plane nor was the photo further described.
Both the wind-driven generator and venturi work beautifully.
had removed the lower portion of both
wheel pants. A jump seat had been in­
stalled and later removed from the bag­
gage compartment behind the pilot.
Also the overturn structure had been
taken out.
Bob reinstalled the overturn structure
and restored the canopy to its original
sliding configuration . He made forms
and pounded out new metal pieces to
replace those missing from the landing
gear fairings. He rolled the external
edges around wire, then flush riveted
them to the wheel pants, returning them
to their original appearance. He said if
he was a more skilled metal man he
would have considered making a set of
entirely new wheel fairings.
Bob is still working on the plane. All
the instruments are orig inal and will be
overhauled. The cockpit interior also
awaits restoration.
The fabric is intermediate grade Stits
with the Stits finish being Pontiac Red ,
Eagle Blue and Insignia White. This
paint scheme is identical to that on the
Pasped when it was featured on the
front cover of the April, 1941 issue of
FL YING and POPULAR A VIA TlON.
The plane has been finished in several
different paint schemes over the years.
It originally was white with red trim and
had a red leather interior. When Bob
acquired it the colors were red and yel­
low, but he prefers the basic red
scheme to the others.
The venturi mounted on the plane's
belly does a fine job of driving the turn
& bank and gyro compass . Bob instal­
led and got approval for the wind-driven
generator which also works fine. He
didn't want to install an engine-driven
generator because it would have re­
quired changing the starter.
The wheels are 6.50 x 10 made by
Autofan in Jackson, Michigan. The
brakes are Johnson bar mechanical
type and as far as Bob is concerned ,
they're the only bad feature on the
plane. They are activated by pulling aft
on a small handle located under the in­
strument panel below the center­
mounted throttle, and pushing the rud­
der pedal on the side that braking is
desired.
The brakes are just barely effective
because the leverage in the system is
inadequate. Bob loves the way the
Pasped flies but says it's a real handful
when landing on concrete because of
the poor brake system. He operates the
plane off grass when the choice is his.
The airfoil section is Clark Y and the
ample wing area causes the Pasped to
lift off prematurely on take off. Espe­
cially in crosswind and/or gusty condi­
tions, it's best to hold the plane on the
runway until adequate flying speed is
attained.
Bob likes to compare the docile flight
characteristics to those of a big biplane.
The Pasped climbs well and lands
slowly - 35 mph with flaps and 45 mph
VINTAGE AIRPLANE 7
PASPED W-1 SKYLARK Except for the radio mounted in place of the artificial horizon, all instruments are orig­
inal. Interior is yet to be restored. Note trim handle below electrical panel on left side.
The small handle pointing downward below the throttle is the brake lever (see text).
Three Greenhoes, (L-R) Robert II, Robert III and Robert Sr. The Pasped Skylark is in
good hands for many years to come.
8 APRIL 1985
clean. The split flap is mounted be­
tween the landing gears and lowers to
33 degrees maximum. The nose
pitches up when the flap is lowered and
the plane is slowed very effectively. The
flap is never used in crosswind land­
ings.
Fuel capacity is 31 gallons, giving it
a range of about three hours at a cruis­
ing speed of 110 to 115 mph.
Bob is fortunate to have all the log
books for NC14919 which show a little
over 1,000 hours total time on this
stately aircraft.
The night before he was to leave for
Oshkosh, Bob received a phone call
from a man in California who seemed
to know a lot about the Pasped Skylark.
He wanted to know if the plane would
be at Oshkosh, because if so, he would
fly there to see it.
This knowledgeable person turned
out to be Jim Kirk, an airline pilot from
Los Angeles who is also an avid radio
control scale modeler. Jim wanted to
build a model of the Pasped so he flew
to Oshkosh '84 to meet owner Bob
Greenhoe and to measure and photo­
graph the full-size machine.
Jim Kirk knows Fred Pastorius, one
of the originators of the Pasped Skylark,
and he brought with him many factory
photos he obtained from Fred showing
the plane during construction , static
testing , etc. Mr. Pastorius currently lives
in Oceanside, California.
Sy Perkins, mentioned earlier as one
of the builders of the Pasped, is living
in Lake Elsinore, California. He owned
the Skylark Company and still holds the
Type Certificate for the plane. Unfortu­
nately, no plans exist for the Pasped
Skylark as Mr. Perkins lost every1hing
in a flood a few years ago which inun­
dated Skylark Airport at Lake Elsinore.
Robert "Bob" Greenhoe has owned
NC14919 for half of its 50-year life, and
it's pretty obvious the plane has found
a good home for many years to come .
Bob's son Robert II and grandson ,
Robert III. will see to that. •
By Dennis Parks (EAA 115388) Purdue University Libraries AERIAL LOCOMOTION,
London: 1866-1893
The Aeronautical Society of Great
Britain , established in January 1866,
was the second national society estab­
lished to investigate aeronautics in a
scientific manner. The society was es­
tablished to overcome what was seen
as a hindrance to the progress of
aeronautics. The hindrance was that
aeronautics had "scarcely occupied the
attention of scientific men" nor had the
subject been recognized as a distinct
branch of science.
It was felt that, with a few exceptions,
aerial navigation (i .e. ballooning) had
been employed for exhibition or had re­
sorted to "sundry performances" that
"pandered to the public taste for the
grotesque and the hazardous." This
situation degraded the subject and
caused the scientific classes to look
upon the subject with contempt.
It was hoped the organization of the
society would allow aeronautics to take
its proper place among the sciences.
They were to act as a channel to bring
to focus all information dealing with "in­
vention and discovery". One way they
did this, besides the presentations at
their meetings was through their annual
publication of Aerial Locomotion.
First published in 1866, Aerial
Locomotion contained accounts of the
proceeedings of the society, a selection
from the papers given, comments re­
ceived during the year and a concluding
summary of the state of the science of
aeronautics.
Special features included a listing of
patents of interest to the field, a bibliog­
raphy of books and pamphlets and a
membership roster. This publication of­
fers an opportunity to examine the sci­
entific concerns of the aeronautical
community in the latter half of the 19th
century.
HIGH ASPECT RATIO WING
The first issue printed a paper read
before the society by Francis Wenham
entitled "Aerial Locomotion and the
Laws by Which Heavy Bodies Impelled
Through Air, Are Sustained." This
classic paper examined the proportion
of wing surface to weight of birds. He
arrived at the ratio of two pounds per
square foot which seemed to be con­
stant throughout the bird kingdom . He
pointed out that all birds' wings were
curved and had a thicker section at the
front. He bel ieved that most of the lift
was generated at the front and that a
long narrow wing would be best for lift­
ing. He thus discovered the principle of
the high aspect ratio wing.
FATHER OF THE BIPLANE
Wenham also stated that the principle
of long wings would be impractical
when applied to flying machines as the
length of wing needed could not be sup­
ported. So he suggested that shorter
superimposed wings be used. An idea
for which he recieved a patent, thus be­
coming the father of the biplane.
The summary in 1.866 bemoaned the
lack of sufficient power plants. It was
also stated that the present state of the
balloon would not allow for "any consid­
erable advance in locomotion" and that
emphasis should be placed on research
for "mechanical flight. "
In 1868 the Aeronautical Society held
the world's first aeronautical exhibition
at the Crystal Palace. The purpose was
to give wide publicity to the forms of
machines proposed by different inven­
tors. Many of the investigators had con­
structed models and actual machines
which were shown at the exhibit.
JOHN STRINGFELLOW
A report of the show was published
as part of the Aerial Locomotion series.
Part of the event was a prize of 100
pounds for "Light Motive Power En­
gines." There were sixteen entries;
seven of which were operated by gas
and the rest were by steam. The winner
was a one horsepower, 13 lb. steam
engine built by John Stringfellow. This
is the same Stringfellow who built and
flew the first engine-driven model
airplane in 1848.
After this feat, Stringfellow dropped
out of aeronautics for nearly 20 years,
but returned after hearing the paper
read before the society by Francis
Wenham in 1866. He used his prize
money to build a laboratory and spent
his remaining years furthering the de­
velopment of aeronautics.
Some sample papers printed in­
clude : "Resistance to Falling Planes on
a Path of Translation" - 1874; "Experi­
ments in Guiding Balloons" - 1875;
"Laws Relating to Planes Gliding in the
Air"- 1876. This was by Alphonse
Penaud, famous for introdUCing a
"motor" of twisted rubber to power
model airplanes. "Aerial Progress" in
1878, authored by Thomas Moy who
had flown a large steam-driven, tan­
dem-wing model airplane in tethered
flight around the fountain at the Crystal
Palace in 1875.
JET PROPULSION
In 1884 the article "A Light and
Economic Motor for Propulsion in Air"
by Thomas Griffiths appeared. He pro­
posed that a light weight jet propulsion
engine using hydrogen or ethelyne be
used to power aircraft. He predicted
one horsepower for one hour from a
motor 10" in length and 2" in diameter.
In the concluding issue of 1893 the
Secretary of the Society, Mr. Fred
Brearey, remarked on the International
Aeronautical Congress that had been
held in Chicago under the direction of
Octave Chanute. He stated , "The ener­
gies of the go-ahead American nation
having been aroused, it is now ac­
cepted ... that the problem (of aerial
navigation) will be shortly solved."
He also congratulated the Aeronauti­
cal Society by saying "This little Society
. . . which for some years had barely
numbered thirty, may be congratulated
upon the influence which it has exer­
cised in all parts of the world ." Indeed!
And in the issues of Aerial Locomotion
one can get a good sense of what was
being investigated and invented by its
members. Aerial Locomotion was
superceded by the Society's Aeronauti­
cal Journal in 1897. This monthly publi­
cation is still being published, making it
the oldest continuously published aero­
nautical journal. In 1918, the Aeronauti­
cal Society became the Royal Aeronau­
tical Society.
Unfortunately the EAA Library has no
copies of this title. The issues examined
for this article are from the Purdue En­
gineering Library .•
THE
ABRIAT.J
CHALON
MACHINE.
Man-powered aircraft c. 1870.
VINTAGE AIRPLANE 9
AL
Menasco
Aviation
Pioneer . • •
Part I
(of two parts)
by Chet Wellman
(EAA 759, AlC 1115)
P.O. Box 97
Rockford,IL 61105
(In collaboration with
Holum, Menasco, Inc.)
Miss
Helen
Albert
Sidney Menasco
(EAA
120764), the designer and builder of the
line of Menasco engines, first saw the
light of day on March 17, 1897, and it
is rumored that as soon as he was alone
in his crib, he suddenly sat up straight
and said , "It will be four cylinders and
inverted". AI made this dream come
true.
His early childhood in Los Angeles
was filled with more than his share of
troubles. When AI was about 5 years
old, standing by his back door, a local
neighborhood bully was fooling around
with a handgun. Carelessly, or on pur­
pose, the gun was discharged and AI
was shot in the stomach. Rushed to the
hospital as speedily as possible by a
horse-drawn ambulance, he arrived
there two hours later.
AI says, "It was at this same time that
President McKinley was also shot in the
stomach. Unfortunately, he developed
peritonitis and died, while I survived."
Shortly thereafter, AI's mother died and,
perhaps, the shooting was the con­
tributing cause . Because of his inability
to secure proper care for AI and his sis­
ter while he was at work, his father was
forced to put them in an orphanage in
Los Angeles.
A few years later, his father remar­
ried . His bride was a German girl who
was well educated and a concert cellist
who performed with the Philharmonic
Orchestra. Her son by a first marriage,
Ferde Grofe, was also an accomplished
musician and composer whose best
known work is the "Grand Canyon
Suite". (Mr. Grofe's son, Ferde Grofe,
Jr. is EM 145920 and currently living
in Malibu, California.)
10 APRIL 1985
Chet Wellman and AI Menasco at AI's home at St. Helens, California in the spring of 1984.
AI rejoined his father and his new step­
mother, who soon determined that what
AI needed was some proper bringing
up and discipline. So she summarily en­
rolled AI in a German Grammar School
in Los Angeles. However, AI did not
take kindly to the strict discipline. "I
began skipping school from time to time
and, at age 11, I ran away from home
to see what was on the other side of the
mountain. For this , I was sent to
Juvenile Hall in Los Angeles."
Good behavior by AI , believe it or not,
brought an early release and AI asked
for, and secured permission, to live with
his older brother, Milton, who was a sign
painter earning $4.00 per week. Milton
also attended art school at night. This
money had to stretch because in 1908­
09, there were no such things as
minimum wages, food stamps, food
giveaways, aid to dependent children,
low cost housing, public aid and many
other such programs. Each household
had to stand on its own feet. AI had
never heard of such programs, so he
took it upon himself to help. He scoured
the city for any kind of honest job or
work he could do. AI says he even had
a "soft" job for a while - working as a
movie extra.
"After graduating from art school, my
brother, whose finances had improved,
took in two of my sisters and insisted
that we all attend school on a regular
basis - so I tried", says AI.
For two years, AI attended the Man­
ual Arts High School in Los Angeles. It
was here that AI met his lifelong friend,
Cliff Henderson, who later staged the
Cleveland and Los Angeles National Air
Races. The two of them joined the local
Aero Club and began making model
airplanes and gliders, using their bicy­
cles as wind tunnels to test their crea­
tions.
At this point, I submit a speech made
by AI to the Menasco Management Club
on January 29, 1969 (courtesy of Helen
Holum and Menasco, Inc., a Division of
Colt Industries). This is reprinted ver­
batim because no one could improve
on AI's own story of the events he de­
scribes. The speech follows, with the
introduction . . . C. W.
THE FOUNDER'S STORY
AI Menasco, founder of the present
Menasco Manufacturing Co ., made the
following speech to the California Divi­
sion's Management Club on January
29, 1969. Mr. Menasco has been men­
tioned in many historical aviation ac­
counts, but his full story has never been
told . He is now in his early 70s and a
prominent rancher in the Napa Valley.
Menasco Manufacturing is proud to re­
print the talk which he gave to some
175 employees, who gave him a stand­
ing ovation when he was finished . The
words are Mr. Menasco's ...
"It's a tremendous thrill for me to see
more people here tonight than encom­
passed our whole organization for so
long. But we had quality control , we had
production control , all kinds of controls.
I think I controlled them all.
"It was suggested that perhaps you
would most like to hear how this all
started , from the very beginning. It
started a long time ago - I was only a
kid, barely started in high school when
there was an aviation meet at Domin­
guez, which was about half way to Long
Beach on the Red Car Line. I guess the
sign is still there - Dominguez Station.
The first aviation meet in America was
held on a plateau there where the
Dominguez oil field now exists and it
caught my fancy.
"I went out there on the Pacific Elec­
tric Red Car the first day because it was
raining. This was 1910 and among
those present were Orville and Wilbur
Wright, Glen Curtiss, Santos Dumont
from Brazil with his Demoiselle monop­
lane, Bleriot who flew the channel in
1909. All of those names were there,
including many others, such as Hubert
Latham and his Antoinette , Louis
Paulham with his biplane, who actually
was the star of the meet as far as flying
time was concerned. I was forever cap­
tivated by the scene. However, I went
back to school.
"In 1911 they repeated a very suc­
cessful meet. So I rode my bicycle out
there. I sort a ditched school for most
of the ten days the meet lasted. There
were a couple of days that nobody flew
-tinkering with balky engines seemed
to occupy most of their time.
"At that meet Lincoln Beachey ap­
peared for the first time in 1911, later
becoming the great acrobatic pilot and
the star of all acrobatic pilots while he
lived. He had been a dirigible pilot, but
he had too much in him to stay with
dirigibles. He took to the airplane with
its greater maneuverability as naturally
as a bird takes to the air.
"I remember him diving to ground
level in front of the grandstand, touching
his front wheel on the runway and wav­
ing to the grandstand with both hands
off the controls as he passed. It was
unheard of - the most dare-devilish
performance ever seen at that time.
A young AI Menasco and two of his earlier autos.
"At that meet was Arch Hoxsey. The
Wright Brothers by this time had an
airplane factory attached to their bicycle
shop in Dayton, Ohio. For $5,000 you
could buy a Wright Biplane, complete
with flight lessons. It had warping wings
instead of ailerons for lateral control, an
engine on the lower wing with motorcy­
cle type chains running to the two pro­
pellers.
"Arch Hoxsey was one of the
graduates of the Wright School and
among the most daring. There was Phil
Parmalee, Johnson, Walter Brookins,
Cal Rodgers, the first transcontinental
pilot, and many others who graduated
from the Wright School about that time.
The purpose mostly was to go out and
fly at some county fair and make some
money giving exhibitions - there was
little thought of doing much else.
"Hoxsey became a hero at the 1911
meet when he set an altitude record at
4,435 feet elevation, which was
heralded all over the world . I had played
hooky that day so the next day I made
amends for it, attended school and car­
ried my paper route . Hoxsey tried to
better his record that day - I don't know
what happened, but he spun in and was
killed so his success was very short­
lived.
"The next year, 1912, the meet at­
tracted many more pilots and planes.
Innovations in engines and plane de­
sign were numerous. That's when I re­
ally tossed the school books out the
window. Because on my street - I lived
at 16th and Union Avenue - there was
another boy from high school whose
father was discouraged about his prog­
ress in school also. His name was Far­
num Fish and he only cared about build­
ing and flying model planes as I had
been doing.
"His older brother was very studious
and a scholar, and his father, Dr. Fish,
was a prominent physician. They
couldn't do anything with Farny as far
as school was concerned so they sent
him to the Wright School in Dayton.
VINTAGE AIRPLANE 11
AI Menasco at age 87 in 1984.
"Farny came back to the 1912 meet
as a full -fledged flyer and that was the
time I kissed everything good-bye and
attached myself to him. I took care of
his airplane under the watchful eye of
Mr. Hazard, one of Wright's best
mechanics. That was my first real
down-to-earth experience. I wiped off
the airplane, I oiled the chains to the
two propellers and was promised a ride .
Farny made flights every day, even dur­
ing some gusty ones when others were
more cautious and remained on the
ground. The officials asked him to take
a photographer aloft from the West
Coast studios with a big Graflex camera
for shots of the grandstand and field .
"Farny was so interested he failed to
watch his gas gauge and they landed
in a cactus patch, washing out the land­
ing gear and my chances for the ride.
"That ended the 1912 meet and my
interest in aviation for some time. I be­
came a mechanic in a truck factory - the
F. L. Moore Truck Company in Los
Angeles. It was out on Lacey Street
near the Arroyo Seco wash. We
achieved a production of one truck per
day. We built three models, two of them
with Wisconsin engines and one with a
Continental engine. The Continental
Engine Company and the Wisconsin
Motor Company, as you probably know,
are still in business today.
"We had a competitor in Los Angeles
called the Moreland Truck Company.
The Moreland Company was more suc­
cessful. They produced one and one­
half trucks per day on North Main St.
Watt Moreland was a civic leader and
business man, a pioneer head of the
Chamber of Commerce. He was very
successful and expanded his factory to
a new location of modern design - out
in 'the sticks' to Burbank.
"Today as I was walking around the
expanded Menasco facilities I saw the
back end of the saw tooth building of
the then great truck factory built by Watt
Moreland. Some of the trucks built there
12 APRIL 1985
are still running today. "My interest in
engines was always paramount to all
else. After the truck factory I indulged
in some week-end motorcycle racing
and became interested in ' racing au­
tomobiles. We had built a few prototype
cars at the truck factory. I had the mis­
fortune to get badly cracked up in 1914
and after I came out of that I was laid
up for the best part of a year. I opened
a shop 812 West Jefferson St. in Los
Angeles - at Jefferson and University,
around the corner from U.S.C. I painted
the sign myself and it said 'Auto Repair­
ing'.
"Now I was 17 years old, and I sat
around for a week or so until those
people with White Steamers would
come in to get them repaired . I knew
nothing about l?team - I did not want to
monkey with them very much. But I
loved the Locomobiles, Knox's Stearns,
Wintons and the rest. There were about
147 different makes of automobiles on
the streets of America then . Some
names you wouldn't begin to re­
member.
"I was very proud of one. My father's
cousin, Sid Menasco, was the president
of the American Automobile Company
of Indianapolis that built the "American
Underslung" of very low profile and
quite a leader in its class. Indianapolis
at that time rivaled Detroit as the center
of automobile manufacturing with Na­
tional, Stutz, Marmon and the other
pioneer names.
"So I had this garage and I shake in
my boots now sometimes to remember
when those people used to come to me
with a big Locomobile and say - 'what's
the matter with this, kid?' But I fixed
them. I especially remember the dean
of U.S.C. and his long Winton and how
he trusted me.
"I bought a lathe, a
drill press and I had a forge. Acetylene
welding was just coming in as a special­
ty. I started building race cars mostly
from used parts from my customers
cars and what spare parts I could buy.
"During that time a craze started
called 'cycle cars'. Some were powered
by motorcycle engines, others by small
one-Iunger stationary engines or any­
thing that was available. A lot of embryo
builders, like myself, started building
them and running around the streets
with them - being chased by the cops,
mostly as they were unlicensed and
there was no category for them . Some
promoters put together a Junior Au­
tomobile Racing Association so we
went out to old Ascot and raced. The
races were well atttended and spread
to others cities as far as Tacoma on the
Pacific Coast. We went to the World 's
Fair in 1915 at San Francisco for two
races, which were a big hit.
"I blew up in the first race and took
second in the big race to Harry Hartz,
who like several of the others, went on
to become future famous racing car
drivers.
"But at the Fair my attention was
again diverted to aviation. I met Art
Smith, then called the boy aviator and
the acknowledged peer of all exhibition
fliers. He was just 21 years old. A kid
out of Fort Wayne, who had built his
own airplane and taught himself to fly
when he was 16. He had replaced the
great Lincoln Beachey, who had been
killed at the Fair about two months ear­
lier. Art was a genius of many sorts.
Although recorded as the 4th man in
the world to 'loop the loop' as it was
called, he was the first to actually turn
a perfect loop.
"Pegoud of France was the first,
DeLoyd
Beachey
second
and
Thompson the third. All of them were
using the Gnome or LeRhone rotary en­
gines with tremendous gyroscopic force
- the rotary, as most of you know, was
the favored engine of most of the
pioneers. The crankshaft was fixed and
the whole of the engine revolved around
it, creating a revolving mass responsi­
ble for the excessive gyroscopic force.
Their maximum horsepower was 80. As
they reached the top of the loop they
were barely flying - they were stagger­
ing - so that the gyroscopic force usually
rolled them out of the loop at the top .
Each loop also required a dive to enable
them to get up and over.
"Art was the first to use a stationary
engine which he converted with car­
buretor and oiling changes to operate
inverted. He used smoke cartridges on
the wing tips so that you could observe
the pattern of his loops and other acro­
batics. At the Mardi Gras in New Or­
leans he added fireworks and night fly­
ing to his repertoire and the publicity
became widespread .
"Lincoln Beachey read the reports in
San Francisco and recognized a rival.
He countered by having a wire braced
monoplane designed and built, much
lighter and faster than the biplane
others were using. He was determined
to show that he could turn a perfect loop
too. On the first exhibition he dove at
3,500 feet straight down for momentum,
pulling up sharply for the loop. The
wings went off and he plunged into the
San Francisco Bay ending a brilliant
and courageous career.
"It was a great tragedy at the time.
Art Smith read the news in Chicago and
decided he could carry on for Beachey
and prove that airplane maneuverability
need not result in tragedy. He crated up
his airplane and shipped it to San Fran­
cisco - he never thought of flying them
across the continent. He proposed to
the director of the Fair that he finish the
rest of the Beachey contract, which paid
$1,500 per week. He offered to throw in
the night flying and fireworks to boot.
"The directors of the fair, headed by
the president of the University of
California at that time, said no, that they
would not sign any more death war­
rants. Subsequent to what Art did then
AL
Menasco
Aviation
Pioneer . • •
I learned the value of public relations.
He had a capable manager much like
actors today, who got 50% of the take,
incidently - and this entrepreneur be­
seiged the Fair officials in every way
possible to reverse their decision. Un­
fortunately for the officials, the Fair was
losing money. They needed 'outside' at­
tractions to bring people in the gates.
The concessionaires were in the red
also.
"So Art put on a show for the news­
papers and the public. He loaded up
with all the gas he could carry - took off
from a race track adjoining the Fair and
flew alongside and outside the build­
ings, upside down, backwards, spirals,
loops, spins, - the works. Nobody had
ever seen anything like that done with
an airplane. The screamer headlines
came out and the expression was
coined that he had 'out 8eacheyed
8eachey'. That expression has been
used many times since, that 'somebody
out somebodied somebody', but that is
where the expression originated.
"Professor Moore saw this from his
office windows and that did it. He would
not sign a contract with the crazy kid ,
'bent upon suicide' but to make it short,
pressure was put on by the conces~
sionaires and newspapers and they
hired Art Smith at a salary of $3,600 per
week, more than double 8eachey's.
8eachey had to cancel a lot of his flights
because of the famous San Francisco
fogs. Art never missed a flight night or
day because of the fog . If the fog was
down, he got down lower.
"It was at that juncture that I came up
there to race. The cars and our mutual
back-yard experience and age intrigued
Art and he asked me to build a car for
him similar to mine with refinements,
which his assistance could provide.
This was flattering to say the least. After
the car was finished - the Fair over - I
was back in Los Angeles sweeping out
my shop and wondering where my next
customer was coming from when I re­
ceived a letter from him. He offered me
a job to come to San Francisco and
build twelve cars and three airplanes
and join him in a tour of the orient."
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305B, 305E (TO-IO.
0-10_ O-IF)
305C , (O-IE). 30S0
(P-IG). 305F
ERCOUPE
Including Alfco, Forney.
Alon , Mooney
415C. 41S0_ E. G.
4IS-CO
f.1,f.1A
A-2. A-2A
M-lO
FUNK
Including McClish
B8SC
GRUMMAN AMERICAN
AA-5. AA-5A
AA-5B
AA-I
AA-1A
AA-IB
AA-IC
MOONEY
M-18C
M-18C55
M-18L
M-18lA
TAYLORCRAFT
BC
BC -65
BC12-55 (L-2H)
BC12-0
BC120-85
BC12 0+85
BCS
BCS -55
BCS12-55
BCS-120
BCSI2-0-85
BCSI20-4-85
19
Fig
DC-55 (l-2. l-2C)
OCO-55 (l-2A, B. M)
BC12-01
BCS12-01
MORRISEY
~
PIPER
J-3C-40
J-3C-50
J3C-50S
J3C-55 (L-4)
J3C-55S
J4
J4A
J4A-S
J4E (l-4F)
J5A (l-4F)
J-2
J-3
JSA-80
L-4A
L-4B (NE-ll
l-4H
l-4J (NE-2)
PA-II
PAilS
PA-17
PA-18
PA-19
E-2
PA -28-140
PA-28-ISO
VARGA
2i5O
21S0A
2180
-Note: Only those J3F
and J3L models pre­
v!ously modified to use
Teledyne Continental
Motors engines are
approved .
Since 1980, over 2700 engineering flight test hours have been conducted by EAA in
the Cessna 150, Cessna 182, Cessna 172, Piper Cherokee, Beechcraft Bonanza and
Ercoupe. Additional aircraft were approved by FAA based on fuel system similarities.
All approved aircraft are powered by 80 Octane Continental engines (not fuel injected)
and Lycoming 0-320-A, C and E engines_ STCs are only approved and sold for the
engine/airframe combinations listed above_
Complete, low cost, protection , including auto gas coverage, is available through
EAA's approved insurance program. EAA's Auto Gas Airport Directory which lists
over 300 FBOs that provide auto fuel service is now available at $3 _00_
EAA LEADS TH E WAY
Join EAA -
Be a part of the Aviation Association that is actively engaged in
making flying safer, more enjoyable and more affordable for you . Annual membership
$25.00, includes monthly magazine SPORT AVIATION and many other benefits. Join
today and get your STC at the special EAA member rate.
EA~
~FOUNDATION
~~TM
Write Attention : STC - EAA Aviation Foundation Wittman Airfield
Oshkosh, WI 54903-3065
(To Be Continued)
VINTAGE AIRPLANE 13
Ale
PHOTO
CONTEST
1st Place MN 55340.
Ground to Ground -
Raymond C. Swanson, 3225 Carriage Drive, Hamel,
by Gene Chase
The first ever Antique/Classic Division
photo contest was held during Oshkosh
'84. Chairman of the event was Jack
Keeler,
McCarthy, 14132 South
Crestwood, IL 60445.
All photos had to be taken at Osh­
kosh '85 and submitted to the Chairman
who in turn submitted them to a panel
of judges. The 1984 judges were Roger
Bunce, Lee Fray, Daniel Hans, Eric
Lundahl, Ray Prucha and Dick Stouffer,
with Ted Koston serving as moderator.
These gentlemen are all outstanding
photographers and highly qualified to
judge the contest.
Judging categories were : Ground to
Ground and Ground to Air, with addi­
tional awards being the Judges' Award
and the Consolation prize.
Each winner's prize is the publication
of his/her photo in THE VINTAGE
AIRPLANE. The 1984 winners are:
Photo by Jack McCarthy
(L-R) Ted Koston, Moderator, with the judges, Dick Stouffer, Daniel Hans, Eric Lundahl,
Ray Prucha, Roger Bunce and Lee Fray.
2nd Place - Ground to Ground - Philip Handleman, 555 So.
Woodward, Apt. 1308, Birmingham, MI 48011 .
14 APRIL 1985
3rd Place - Ground to Ground - John O. Lang, 824 Kentucky
Avenue, Sheboygan, WI
Judges Award -
John C. Chledowski, 726 No. Austin, Oak Park, IL 60302.
1st Place - Ground to Air - John C. Chledowski, 726 No. Austin,
Oak Park, IL 60302.
2nd Place - Ground to Air - Philip Handleman, 555 So. Wood­
ward, Apt. 1308, Birmingham, M148011.
3rd Place-Ground to Air-John C. Chledowski, 726 No. Austin,
Oak Park, IL 60302.
Consolation Prize 91718 . •
Irene Mankins, P.O. Box 2255, Corona, CA
VINTAGE AIRPLANE 15
1.
One of the favorite activities in the
Antique/Classic area at Oshkosh has
been the Interview Circle. For the past
several years it was very capably hand­
led by Paul Stephenson of Albuquer­
que, NM. At the 1984 EM Convention ,
Dan Neuman, Minneapolis, MN was in
charge of the microphone duty and he
handled the job splendidly.
Throughout the Convention, mem­
bers are asked to taxi their aircraft to
"center stage" in front of the Antique/
Classic Headquarters Building (Red
Barn) where the owner and/or pilot is
interviewed over the P.A. system. Sub­
jects range from the person's own back­
ground in aviation to the subject aircraft,
including its history and restoration pro­
cess.
Space does not permit using all of
Jack McCarthy's excellent photos of
this activity, but presented here are
examples of his work.
c-/RC\'~
by Gene Chase
(Photos by Jack McCarthy)
16 APRIL 1985
1. Dale Crites, Waukesha, WI tells the interested audience about his
1911 Curtiss Pusher while Dan Neuman listens. 2. Dan holds the mike
for Barry Johnson, Cherokee, IA as he and Shelby Hagberg, Green­
ville, IA explain the " custom" finish on their authentically restored first
production model of the 1929 long-nose American Eagle, NC563H.
The aircraft won an Outstanding Silver Age Award. A partner in the
plane, Howard Fassler, Cherokee, IA wasn't available for this photo.
3. Ed " Skeeter" Carlson, Spokane, WA explains some of the unique
features of his 1930 DeHaviliand Puss Moth, N223EC, while wife Doris
and Dan Neuman look on. Note the folding wings. 4. Ron Rex, Oxford,
CT answers a question about his 1930 Stearman "Junior Speedmail",
NC774H. 5. Nancy Grout, Waukesha, WI describes her immaculate
customized 1948 Trojan, N8345H, while husband Jerry and Dan stand
by. 6. Dan asks Connie and Bud Dake, St. Louis, MO about their
Monocoupe 110 Special, NX1161. 7. M. H. "Curly" Havelaar, Rapid
City, SD describes his rare prototype 1931 Waco aCF, NX11241. It
received the runner-up Silver Age Award. 8. Dan Neuman and Norma
Baldwin, San Carlos, CA enjoy the discussion of her highly-polished
Cessna 195, N1001D. 9. Dan (R) interviews Donald and Georgene
McDonough, Palos Hills, IL about their Class III award winning 1950
Beech B-35 Bonanza, N5186C.
VINTAGE AIRPLANE 17
I
~ ~ype
ClubActivities Compiled by Gent' ( 'haSt'
The Seventeenth Annual Interna­
tional Cessna 170 Association Conven­
tion is scheduled for July 21-26, 1985
at Blakesburg, Iowa. The Board meet­
ing will be on July 23; the Cessna 170
Forum on July 24; the Annual Business
meeting on July 25; and several in­
teresting fly-outs are planned. For infor­
mation, contact F.O. Kline, 602/567­
4588.
The Third Edition of THE
CESSNA 170 book edited by Cleo
Bickford, Historian of the International
Cessna 170 Association is now avail­
able . Its 124 pages contain the history
of the C-170 series, flight reports, oper­
ations and maintenance data, modifica­
tions and STCs. Price is $12.50 plus
$.70 postage (book rate) . Order from
Headquarters, P. O. Box 186, Hartville,
MO 65667.
For information on the International
Cessna 170 Association, contact Velvet
Fackeldey, Executive Secretary, Rt. 2,
Box 274, Hartville, MO 65667.
The 26th Annual Waco Reunion will
be held June 27-30, 1985 at Hamilton
Airport, Hamilton, Ohio. Thirty-three
beautifully restored Waco's from eigh­
teen states attended last year's event
and over 230 persons attended the
Saturday evening banquet. A feature of
these reunions is the fabulous barbecue
hosted by National Waco Club member
George Vaughn.
For information on the National Waco
Club, Contact Ray Brandly, President,
700 Hill Avenue, Hamilton, OH 45015
FINDING THE LEAKS
Ken Singleton has a neat trick for
finding oil leaks. Engine oils will glow
under a "black light", the type used in
disco halls. These lamps are popular
with kids and can sometimes be found
at garage sales. Music stores and
novelty shops also carry them.
Wash the engine down then go over
it with the lamp. Any oil you missed will
glow. Clean up these spots. When you
are sure the engine is clean, run it a few
minutes and check it again. You will be
amazed at how small a leak you can
find.
PRE-WAR CHIEF COWL PARTS
Original cowlings for pre-war Chiefs
have become so rare that ENDUR­
ANCE FIBERGLASS, Rt. 1, Box 528,
Batesville, AR 72501, phone 501 /793­
4302 has made a set of molds to repli­
cate these parts in fiberglass.
Check with your mechanic for any ap­
proval problems before buying. For in­
formation on the Aeronca Aviators Club,
contact Joe and Julia Dickey, 511 Ter­
race Lake Road, Columbus, IN 47201.
Phone 812/342-6878.
Due primarily to the press of a new
employment venture, John Bright is no
longer able to continue as Events Coor­
dinator of the Cub Club. He will, how­
ever, continue to produce the newslet­
ter. R. C. "Rick" Duckworth, 3361 N.
Bagley Road, Alma, MI 48801, phone
517/875-2205 will assume John's
duties.
Dave Blanton, JAVELIN AIRCRAFT,
1980 Easy Street, Wichita, KS 67230,
phone 316/733-1011 mentions he
knows of several builders installing his
V-6 engine in scaled down P-51s, Hur­
ricanes, Spitfires and a full scale Spad.
Dave is developing a 2.82 to 1 reduction
unit to turn scale props. This could be
an interesting application for a variety
of vintage replica aircraft.
For information on the Replica Fight­
ers Association, contact Frank G.
Weatherly, 2789 Mohawk Lane,
Rochester, MI 48064.
18 APRIL 1985
EARLY CUB REBUILD HINT
The E-2s, J-2s and early J-3s had a
false spar aft of the rear spar at the aile­
ron. The gap between this false spar
and the aileron must be covered with
fabric at the top of the wing, otherwise
performance and controlability will be
adversely affected. Friese ailerons later
took care of this problem.
For information of the Cub Club, con­
tact R. C. "Rick" Duckworth, 3361 No.
Bagley Road, Alma, MI 48801, phone
517/875-2205.
The Meyer's Aircraft Owner's Associ­
ation has scheduled its 1985 fly-in at
Gaston's White River Resort, located
10 miles west of Mountain Home, Ar­
kansas. Dates are June 27-30. The
3200' grass strip is adjacent to the
lodge and both rooms and cottages are
available.
For information on the fly-in or the
Meyer's Aircraft Owners Association
contact David L. Hallstrom, Newsletter
Editor, Box 4280, Scottsdale, AZ
85260, phone 602/951-0349.
(Continued on Next Page)
CALENDAR OF EVENTS We would like to list your aviation event in our calendar. Please send information to the Editor, The VINTAGE AIRPLANE, Wittman Airfield,
Oshkosh, WI 54903-2591. Information must be received at least two months in advance of the issue in which it will appear.
APRIL 13-14 - WASHiNGTON~ DC - 5th Annual
Tour of National Air and Space Museum and
Paul E. Garber Facility by EAA Chapter 4, Inc.
Dinner with speaker of note. Limited to 200.
Contact Margarent Scesa, 9611 -51st Place,
College Park, Maryland 20704 , 301 /345-3164.
APRIL 26-28 - KiLL DEVIL HILL, NC - 3rd An­
nual Wilber Wright Fly-In. Three-day festival
honoring Wilbur Wright's birthday April 16,
1867. Sponsored by First Flight Society, Na­
tional Park Service and EAA Chapter 339. Con­
tact Bob Woody, National Park Service, 9191
473-2111 or Katherine Martin, 919/441-4124.
MAY 3-5 ROANOKE RAPIDS, NORTH
CAROLINA - EAA Chapter 3 Spring Fly-In.
Contact Henry or Pat Miller. 919/548-9293.
MAY 3-5 - COLUMBUS, INDIANA - 4th Annual
Indiana EAA Convention - sponsored by the
Indiana EAA Council at Columbus Municipal
Airport. Forums, aircraft awards, commercial
exhibits, static displays. Held jointly with Col­
umbus Municipal Airport Awareness Day. Most
activities on Saturday, May 4. Non-radio air­
craft waivers available from IEAAC. Contact J.
E. Dickey, 511 Terrace Lake Road, Columbus,
IN 47201. 8121342-6878.
MAY 4 - COLUMBUS, INDIANA - 2nd Annual
Airport Awareness Day. Fun all day - air bal­
loons, military fly-overs, airplane rides, statis
displays of military and sport aircraft. Contact
J. E. Dickey, 511 Terrace Lake Road, Colum­
bus, IN 47201 , 8121342-6878.
MAY 5- ROCKFORD, ILLINOIS - EAA Chapter
22 Annual Fly-In Breakfast, Easton Aviation.
Greater Rockford Airport. 7 a.m. till noon. Con­
tact Wallace Hunt, 815/332-4708.
MAY 18 - HAMPTON, NEW HAMPSHIRE - 9th
Annual Aviation Flea Market (rain date Sunday,
May 19). Fly-in, drive-in, bring your junk!
Buyers and sellers welcome. No Fees. Any­
thing aviation related okay. Food available from
11 :00 a.m. to 5:00 p.m. Contact 603/964-6749
- days or 603/964-8833.
MAY 24-26 - ATCHISON, KANSAS - Greater
Kansas City Area 19th Annual Antique Fly-In
at Amelia Earhart Memorial Airport. Contact
Fly-In Chairman Lynn Wendl, 8902 Pflumm,
Lenexa, KS 66215, 913/888-7544 ,
JUNE 7-9 - MERCED, CALIFORNIA - 28th An­
nual Merced West Coast Antique Fly-In.
Merced Municipal Airport. Fabulous air show
Saturday and Sunday. Contact: Merced West
Coast Antique Fly-In, P.O. Box 2312, Merced,
CA 95344, 2091722-3145.
JUNE 22 - OSAGE CITY, KANSAS - Sport
Aviation Day and Pancake Breakfast spon­
sored by EAA Chapter 313. Contact Dan Wai­
ters, 913/828-3579 or Kelly Viets, 913/828­
3518, R. R. 2, Box 128, Lyndon, Kanss66451.
JUNE 29-30 - ORANGE, MASSACHUSETIS ­
Annual New England regional fly-in sponsored
by EAA Chapter 726. Awards for best antiques
and best classics. Antique steam and gas en­
gine show, flea market, food. Contact Jim
O'Connell, 413/549-3800.
JUNE 29-30 - KALAMAZOO, MICHIGAN -1985
Michigan International Air Show High on
Kalamazoo at Kalamazoo County Airport. Ae­
rial events and daily airshow featuring Cana­
dian Snowbirds, French Connection and Leo
Loudenslager. Contact High on Kalamazoo,
Kalamazoo County Airport, Kalamazoo, MI
49002, 616/385-8177.
JULY 4-6 - BLAKESBURG, IOWA - Aeronca
Fly-In at Antique Airfield. Awards, forums, fly­
out Aeronca party and slide show. Contact The
Aeronca Club, 1432 28th Court, Kenosha, WI
53140,414/552-9014.
JULY 5-7 - MINDEN, NEBRASKA - 9th Annual
National Stinson Club Fly-In. Contact George
Leamy, 803/576-9698, or write 117 Lanford
Road, Spartanburg, South Carolina 29301 .
JULY 7 - ALBERT LEA, MINNESOTA - EAA
Antiquel Classic Chapter 13 2nd Annual Fly-In
breakfast and many other activities, including
sky diving. Contact Air Albert Lea, 507/373­
0608.
JULY 18-21 - VANDALIA, OHIO - Dayton Inter­
national Air Show & Trade Exposition. Dayton
International Airport, Vandalia, OH. Contact
George Wedekind, Jr., Room 214, Terminal
Building, Dayton Intemational Airport, Van­
dalia, OH 45377, 513/898-5901 .
JULY 22-26 - BLAKESBURG, IOWA - 17th An­
nual International Cessna 170 Association
Convention. Contact F. O. Kline, 6021567­
4588.
JULY 26 - AUGUST 2 - OSHKOSH, WISCONSIN
- 33rd Annual EAA Fly-In and Convention.
Make your plans now to attend the World's
Greatest Aviation Event. Contact EAA,
Wittman Airfield, Oshkosh, WI 54903-2591 .
. JULY 26 - AUGUST 2 - OSHKOSH, WISCONSIN
- 33rd Annual EAA Fly-In and Convention.
Make your plans now to attend the World's
Greatest Aviation Event. Contact EAA,
Wittman Airfield, Oshkosh, WI 54903-2591.
AUGUST 18 - WEEDSPORT, NEW YORK ­
EAA Chapter 486 Airshow - Whitford's Airport.
Pancake Breakfast, refreshments. Contact
Jack Briggs, 315/699-2946.
AUGUST 25 - MICHIGAN CITY, INDIANA - 4th
Annual Michigan City Aviators Fly-In, Drive-In
Pancake Breakfast and Airshow. Antiques,
Classics, Warbirds, Ultralights, Homebuilts on
display. Door prizes and much more. Contact
Marge Edson, P.O. Box 2092, Michigan City,
IN 46360, 2191785-2103.
SEPTEMBER 7-8 - MARION, OHIO - Annual
Mid-Eastern Regional EAA Fly-In at Marion
Municipal Airport. Contact Lou Lindeman, after
5 p.m. 513/849-9455.
OCTOBER 3-10 - EUFALA, OKLAHOMA -10th
Annual Convention of the International Cessna
120/140 Association at Fountainhead Lodge,
Lake Eufala, 55 miles SSE of Tulsa. Contact
Carl Atkinson, 918/426-1897.
OCTOBER 11-13
CAMDEN, SOUTH
CAROLINA - EAA Chapter 3 Fall Fly-In. Con­
tact Henry or Pat Miller, 919/548-9293.
For more information on the Fairchild
Club contact John Wm. Berendt, 7645
Echo Point Road , Cannon Falls, MN
55009. Phone 507/263-2414.
Carlsbad , New Mexico have been an­
nounced . July 1-2 are registration days;
July 3 - aircraft judging from 10:00 a.m.
til noon, photo sessions and precision
flying by the Minnesota Wing; July 4 ­
9:00 a.m. flying activities including
poker run, bomb drop and spot landing
contest ; July 5 - 10:00 a.m. bus tours
to the caverns and the city of Carlsbad ;
July 6 - 6:00 a.m. breakfast gab session
for the "late stayers".
The fly-in headquarters motel is the
Rodeway Inn of Carlsbad, 3804 Na­
tional Parks Highway, Carlsbad , NM
88220. Phone 507/887-5535. Special
room rates are in effect for Ercoupers
so be sure to identify yourself.
Executive Director of the Ercoupe
Owners Club is Skip Carden, Box
15058, Durham, NC 27704, phone 919/
471-9492.
•
FAIRCHILD CLUB
The Fairchild Club is interested in the
restoration, flying and just enjoying the
PT series, the 22s, 24s, the big Fair­
childs and the KR-21 s/31 s. The club
publishes a newsletter, "Fairchild Fan"
on a quarterly basis. Annual dues are
$7.50. Any eight copies of back issues
of the newsletter are available for $5.00.
The Fairchild Club has about 200
members and the group has scheduled
at fly-in at Blakesburg, IA over the
Fourth of July weekend .
ERCOUPE OWNERS CLUB
Additional details concerning the
1985 National Ercoupe Fly-In at
VINTAGE AIRPLANE 19
Tiger Moth lineup after the races.
Story and photos by Tony Stinson
(EAA 95015, AlC .7274)
P. O. Box 531
Brookvale, N.SW. 2100
Australia
In Australia the DH-82 Tiger Moth is
almost a religion among biplane de­
votees.
It is not surprising since after Britain
and Canada, more Tigers were built in
Australia as trainers for WW II than any­
where. Over 1000 Tigers were built
downunder and most Australian war­
time pil6ts received their training in
them .
Following the war, most Australian
Tiger Moths survived, unlike the
thousands of other military aircraft, and
they became the basis for post-war
flight training among Australian flying
schools. With the introduction of
Cessnas and Pipers into Australian
flight training in the 1950s, most of the
Aussie Tiger fleet fell into disrepair.
They were stored in barns and hangars
all over the country. The enthusiasm for
wind-in-the-wires biplane training for
Australian aviators was over.
Then, in the early 1970s, flying mod­
ern aircraft became expensive. Cou­
pled with this, a wave of aviation nostal­
gia swept Australian aviation, just as it
did in the U.S.
Suddenly, Tiger Moths began ap­
pearing in the skies all over Australia.
And they became valuable , with many
being sold off to American buyers.
The British De Havilland company
can claim much of the credit for provid­
ing the aircraft which opened up the
20 APRIL 1985
vast Australian outback, with transports
like the Dragon Rapide. But that is
another story and it had its ending when
Douglas transports took over following
their great showing in the 1934 London
to Melbourne Air Race. However, for
training , De Havilland soldiered on with
the Tiger.
Today, there are over 130 Tiger
Moths on the Australian register and
every two years there is an event which
takes them right back to their gras­
sroots. It is the staging of the Tiger Moth
air races at the Royal Newcastle Aero
Club at Maitland, just 100 miles North
of Sydney.
The field at Maitland was the scene
of both manufacturing of Tiger Moths
through the war years and where many
Australians were introduced to their first
airplane. So it is appropriate that today,
Russel Field at Maitland is a major re­
storation base for Tigers and Headquar­
ters for the Australian Tiger Moth Club.
The Tiger Races are held usually dur­
ing October (spring, downunder) and
they are arranged and promoted by Bill
Hitchcock, a man well-known at Osh­
kosh and who hasn't missed an EAA
Convention in 11 years.
This year "Aviation Week" had been
declared in mid-October for the Hunter
Australian Tigers are characterised by their different color schemes. Not all have been
restored to their original paint.
David Voigt and Frank Sanders looking out both sides as they
taxi David's Tiger after landing at Maitland.
Lining up for the gas pump at Maitland.
Valley region which includes the large
city of Newcastle. Many of the events
through the week of aviation were tele­
vised and it all culminated in the Mait­
land airshow on October 20 and 21. A
Tiger race was held on each of the air
show days and this year Bill had man­
aged to entice 35 of the great old birds
to the fray.
Actually, only 27 Tigers took part in
the races, with the others sharing the
air show activity with us during each
day.
Air races have become a well-estab­
lished tradition in Australia with up to
six events held.around the country each
year. Of course, for pure nostalgia and
the romance of aviation, the Tiger races
are impossible to beat.
For the third consecutive time, this
year's Tiger event was won by the com­
bination of Bill Duff and Russ Evans
who managed to negotiate "cumulo-
granite" weather and find all the ground
markers in the best time.
Meanwhile, yours truly had been
working on public address duties at the
show with Bill Hitchcock and taking in
the vintage atmosphere around Russel
Field. I had brought my Aeronca 7-AC
(still the only one in Australia - See
story in September, 1983 THE VIN­
TAGE AIRPLANE . .. ed.) and spent
some time with John Love who had
brought his beautiful Lockheed 12. Col­
lin Paye had brought a P-51 Mustang
and his newly restored U.S. Navy SNJ.
Collin is retoring a Spitfire, but it was
still not flying in time for the show.
Show participants included a 15-air­
craft fly-by team from the Sport Aircraft
Association (EAA's chapter downun­
der), performances from the R.AAF.
and United States Air Force and a Tiger
Moth aerobatics show. For me, a high­
light was the return each day of the Ti­
Russel Field on first morning of the show with aircraft numbers
beginning to build up.
gers and seeing them all land in this
country show atmosphere.
Another Tiger show had ended and it
was time to pack up the old Airknocker
and head south for my home base at
Camden, just south of Sydney.
Bill Hitchcock tells me he is getting
lots of requests for another Tiger show
in 1985. Knowing that many of our EM
Antique/Classic members in the U.S.
are Tiger fans, there is the thought that
some of you might like to join us and do
some Tiger flying in Australian skies.
Spring in Eastern Australia can be a lit­
tle damp, but it is a great time to see
the country and the show location is
only 100 miles from Sydney.
These days a great many classic and
antique airplanes are being restored in
Australia and future shows at Russel
Field are certain to grow in popularity
for the old timers. They can count on
me being there . •
John Love wheels in his Lockheed 12 the "Silver City".
VINTAGE AIRPLANE 21
Roy and Judie Redman's 1936 Stinson SR-SC NC17116, was named Grand Champion Antique at Oshkosh 'S2.
Photo by Ted Koston
EXPLAINING THE STINSON RELIANT MYTH by Roy Redman
(EAA 83604, NC 6600)
Rt. 3, Box 208
Faribault, MN 55021
After the article about the restoration
of my Stinson SR-8C appeared in the
November 1982 issue of THE VIN­
TAGE AIRPLANE, Dave Blanton of
Wichita, Kansas responded in a letter
to the editor which was reprinted in the
May 1983 issue of the magazine. Dave
stated , "I owned a SR-7B, NC15174
and flew it from 1948 to 1951 . It had a
Lycoming R-680, 245 hp engine with a
Lycoming/Smith manual propeller.
"I looked at this beautiful airplane at
Oshkosh '82 and noted it was just like
mine except for the propeller. There
must be something wrong with the
paperwork. Mine would not do 146 mph.
It indcated 85 mph at 15 gal.lhour and
hardly trued above 100 mph."
Because the misconception is so pre­
valent that Gullwing Stinsons are slow,
I would like to set the record straight.
Hopefully the following letter from my­
self to Dave and his response to me will
explain the "Gullwing myth".
January 15, 1985
Mr. David D. Blanton
1980 Easy Street
Wichita, KS 67230
Dear Dave,
Recently I was leafing through some
old VINTAGE AIRPLANE magazines
and came across a Letter to the Editor
you wrote to Gene Chase in the May
22 APRIL 1985
1983 issue. I remember reading it when
it came out and was going to corres­
pond with you at that time, but alas, I
misplaced the magazine.
First of all , I've admired your work
from afar for some time. Although I'm
an antiquer at heart, I think your
Wichawk is great!
Anyway, since I feel that the Stinson
has been laboring under the yoke of
slowness somewhat unfairly, I thought
I'd try to explain the speed issue you
raised in your letter.
First of all, the SR-7 was rigged diffe­
rently than the SR-8 and subsequent
Gullwing Reliants. And bear in mind I
am addressing only the CIVILIAN ver­
sions . The V-77 built for military con­
tract is a different animal altogether.
The strut attach method on the SR-7
was adjustable, and the others weren't.
This would allow for a considerable
range of rigging latitude from factory
specifications. The others had none ..
. they could only be bolted together
exactly the way they were designed un­
less, of course, they had been bent.
I don't know if the SR-7 wing was any
different, but it might have been. The rib
profile appears the same in the draw­
ings, but with the quest for speed that
was coming to the fore circa 1936, a
little wash-out, or wash-in, or whatever
might have been added to the SR-8 to
enhance the high end of the envelope.
This was done later with the V-77. Most
folks assume that the V-77 wing is the
same as the previous models, and it is
not. It was in fact changed a bit to satisfy
the military's demand for better low
speed handling. Whatever they did
failed .
The typical V-77 just doesn't leave
the ground, weight notwithstanding, the
way the SR-8 or SR-9 will . . . and cer­
tainly will not come near the cruise per­
formance, but this was perhaps inten­
tional. I know of a case in postwar
Alaska where a set of V-77 wings were
fitted to an SR-10 and the performance
degenerated accordingly. But I digress.
Suffice to say that Stinson did tinker
with the wing a bit, and this may have
been done after the SR-7.
I notice also , that your airplane had a
Smith propeller. In all my research and
conversations with people who oper­
ated these airplanes when they were
new, I find it almost unanimous that the
Hamilton Standard equipped versions
were the better performers. There
weren 't many, mind you , mostly for cost
reasons. And then the Smith electric
had some other problems of its own
which didn 't exactly endear it to the
operators. But that's another story.
And so to the speed. I can 't address
the 85 mph lAS of your SR-7 except to
say that if the numbers you quote are
correct it probably wasn't performing
the way Stinson intended. I can, how­
ever, quote chapter and verse on my
SR-8, and the numbers have been sub­
stantiated by careful record keeping
over nearly ten thousand miles of cross
country flying, not the least of which
were trips to Florida and California from
my home in Minnesota.
At the cooler temps my airplane will
in fact indicate almost 150 if I pull 75
per cent power, which I seldom do.
About the only time I do this is when my
friend and hangar mate, Gary Hanson,
is flying his C-165 Airmaster with an
Aeromatic prop. Then I can fly wing on
him. If he firewalls his, he can ease
ahead of me after a while, but we can
cruise together. And speaking of for­
mation, I regularly fly slot in a diamond
formation with three Swifts, all C-145
powered, and have no trouble at all. As
a matter of fact, I can add power and
pull ahead of them with ease.
The performance figure I most often
quote is 142 mph true at 7,000 feet pul­
ling 63 percent power. That's the cruise
figure I've used from coast to coast and
from the best of my calculations it
works. I generally flight plan 135 mph
and beat it. In all this, of course, I am
taking wind into consideration.
Now I'm aware that I am operating
my airplane with a R-680-EB prop with
300 takeoff hp, and it left the factory
with a D5 version with 260 hp. Mine did
have a Ham Standard from the begin­
ing, however. I am unable to quote any
performance with the D5, but can quote
my friend Ole Anderson on the perfor­
mance of his SR-8B (of which mine is
intended to be a replica). The "B"
model, of course, had the 245 hp en­
gine, and his was also Ham Standard
equipped.
He flight planned his for 130 mph,
and "always made it good." He operated
his airplane, NC171 01 , from 1938
through 1941, and put over a thousand
hours on it, mostly cross country. He is
a meticulous navigator and record
keeper to this day, a fact that I can attest
to as he accompanied me on my
California trip.
The speed issue is one that is most
often mentioned when I show my
airplane at fly-ins. The words "100 mph"
and "Stinson" have become synonym­
ous and it just isn't so . .. not with the
prewar Gullwings at least. At my best
estimate, only about a dozen are flying,
and there are some who would reduce
this number.
I know of only one SR-7 that is flying,
and this one is so badly bent after a
series of accidents that honest compari­
son is impossible. I have flown it, and
know this to be true. Oh, excuse me,
there is another SR-7 flying in Indiana.
I know the owner but have not been
able to talk to him about performance.
This was at one time Rudy Frasca's
airplane. Gene Chase has flown it, and
both he and Rudy can attest to a terrible
propensity to ground loop, which leads
me to believe something isn't right.
Mine, and all other Reliants I have
flown, are extremely docile on the
ground. As a matter of fact, Gene has
flown mine and says it is quite different
than Rudy's old SR-7, including ways
other than the ground handling.
To make the speed considerations
worse, there are, and have been for
some time, many V-77s flying . Many
consider this to be merely a "military
version" of the Reliant, which it most
certainly is not. This is a common as­
sumption given the gulled wing and
general appearance, but it is not a "ver­
sion" of the same airplane in the sense
that Howards or Staggerwings were .
There are a great number of
changes, which I won 't go into here. It
is, at best, a succeeding "model" that
was designed to do different things.
After WW II many V-77s were pur­
chased surplus and the new owners
were pleased to have a Stinson Reliant,
or so they thought. The fact that they
cruised at about 100 to 110 soon be­
came the standard for Reliants, and is
to this day. It's no wonder when you
consider that more of them were built
than all the civilian models combined.
At one time there were probably two to
three hundred of them cruising around,
slowly of course, compared with only a
handful of the rightful heirs to the
throne. That ratio continues to this day
and the reputation seems all too firmly
cemented. I do what I can to put it right.
There's another aspect to the perfor­
mance story which I'm sure you can
agree with, knowing your experience in
aviation . .. that is, the frequency with
which instrument calibration is incor­
rect. It's amazing how often pilots of vin­
tage planes accept blindly what an old
airspeed tells them, let alone a tach or
manifold pressure gauge. I think the
airspeed is probably the most common
liar of the bunch, closely followed by the
tach . Myoid friend Kenny Maxwell of
Maxwell Propeller Service fame taught
me this. When I completed my restora­
tion I had, of course, installed newly
overhauled original instruments. The
performance of the airplane astounded
me, just as it does others today. I
promptly took out the three instruments
I mentioned and had them recalibrated.
They were correct.
But I've seen many a case where
someone was struggling under the im­
pression that his old airplane just
wouldn't go as fast as it should. One
case was a Cessna 140 that had under­
gone everything from rigging adjust­
ments to engine timing (and other re­
work) including prop re-pitching. You
guessed it . .. the airspeed instrument
was hopelessly inaccurate. The tach
read too high also, but the real culprit
was the airspeed. It began compressing
after 65 or 70, and began to get worse
as the pitot pressure increased (the
most common problem, I'm told) . I'm
sure if the airplane had been in a termi­
nal dive it probably would have indi­
cated 115! All the while the owner
thought the instrument was accurate
because the low speed seemed to be
okay.
I guess this turned into quite a disser­
tation! But I'm interested in this subject
and thought you might be receptive to
my views. And , of course, I do like to
help people see those grand old Stin­
sons in the proper light. The Gullwing
Reliant production of late 1935 to 1941
totalled 492, which far outsold all other
manufacturers including Waco (closed
cabin). This was nearly double Fair­
child's and Beech's sales, and nearly
triple Cessna's. I am generalizing a bit
here, of coure, but this is substantially
accurate. This couldn't have been done
with a 100 mph airplane . . . but that's
little known today.
Thanks for your attention, Dave, and
come on down to the Antique/Classic
Headquarters for a visit this year at
Oshkosh!
Sincerely,
Roy Redman
January 17, 1985
Roy Redman
Rt. 3, Box 208,
Faribault, MN 55021
Dear Roy,
Thanks for your long letter of January
15.
I'm glad you responded to my letter,
and I'm sure every word of yours is cor­
rect. I bought a 300 hp Lycoming for my
Stinson to replace the tired old 245, but
the airplane was damaged in a
windstorm before I installed it.
The wind hit 80 mph. The "old boiler"
tore the concrete tie downs out of the
ground and went over the hangar. The
next morning we found it sitting by the
road a half mile away, and the only
damage was to the right wing tip.
I sold it to a bootlegger who was
going to haul booze, but the state went
wet so he just let it sit. Your letter de­
fending your SR-8 was beautiful.
My Curtiss Robin is the other ex­
treme. Take off distance at full gross
weight and zero wind is 210 feet. I got
it off once solo in 74 feet in a short field
take off contest, but I got beat. Gene
Chase was there; he was probably a
judge.
I'm proud to be a member of EAA's
Antique/Classic Division.
Sincerely,
David D. Blanton
President and Chief Engineer
Javelin Aircraft Company, Inc.
1983 Easy Street
Wichita, KS 67230 •
VINTAGE AIRPLANE 23
--­
_.. _--­
-­
-,"""'-­
---­
---­
._­
---­
by Norm Petersen
EAA has featured reprints of the
1929-33 Flying and Glider Manuals
for years, but many members, espe­
cially new ones, are unaware of the val­
uable resource material available in
these five books of 74 pages each.
These manuals also make valuable
additions to scale modeler's libraries,
with the many construction drawings of
Golden Age light planes. Following is a
partial listing of the contents of each
issue.
The 1929 Flying and Glider Manual
includes plans for the Heath "Super
Parasol", the Russel-Henderson and
the Duede Glider, and additional infor­
mation on the Wrights and Langley Air­
drome.
24 APRIL 1985
The 1930 Flying and Glider Manual
features plans for the Heath "Baby Bul­
let", light plane floats (their design and
construction), the Lincoln Biplane,
Northrop Primary Glider and the Alco
Sportplane.
The 1931 Flying and Glider Manual
contains plans for the Long "Longster",
Georgias Special, M-M Secondary
Glider, Driggs Dart, Church Mid-Wing
design features (not full plans), and
Heath "Seaplane" floats. Additional in­
formation is reported on "Curtiss and
Jenny", motorcycle engine conversion
and Lawrence engine rebuilding.
The 1932 Flying and Glider Manual
has plans for the Pietenpol "Aircamper",
the Powell "P-H" Racer, Heath "Super
Soarer" Glider, "Penguin" Practice
Plane and the Ramsey "Flying Bathtub".
The Pietenpol-Ford Motor Conversion
is also included in this manual.
The 1933 Flying manual includes the
Gere Sport Biplane, Pietenpol Floats,
Pietenpol Sky Scout, Henderson
Longster and the Long Harlequin Motor.
A section on propeller making is also
featured.
These manuals are available at $2.25
each, plus $1 .00 postage for the first
manual and $.50 for each additional
manual ordered at one time. Payment
(check or money order) must accom­
pany your order. Send to : EAA, Wittman
Airfield , Oshkosh, WI 54903-2591, or
phone 414/426-4800 and present your
Visa or MasterCard number.
Some of the manuals are in ex­
tremely short supply, so get your orders
in early . •
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By George A. Hardie, Jr.
The Mystery Plane for this month will
probably fool a number of our "aero·
plane spotters". It resembles another
cabin biplane of the period, but it is ac­
tually a "one-off" by a famous designer
of the Golden Age of aviation. The
photo was submitted by Owen S.
Billman (EAA 648) of Mayfield, New
York. Date and location are unknown.
Answers will be published in the July
1985 issue of THE VINTAGE
AIRPLANE. Deadline for that issue is
May 1, 1985.
January's Mystery Plane drew a lot
of response from our readers. First to
answer was Bob Hendricks of Port St.
Lucie, Florida, who wrote :
"It is a Gee Bee Model A powered
with a Kinner K-5 engine, built by the
Granville Bros. Aircraft Co. at East Bos­
ton Airport. A photo of the same aircraft
(NC 44V) with a different paint scheme
is shown on page 15 in the "The Gee
Bee Racers" by Charles Mendenhall.
He states that eight of the Model A's
were built, while John Underwood in
'The Vintage & Veteran Aircraft Guide'
says nine were built. He also states that
one is still active. I have heard one is in
the Bradley Air Museum at Windsor
Locks."
Doug Rounds of Zebulon , Georgia
gave more detail :
"It is the Gee Bee Model A biplane
which first flew on May 3, 1929 with a
60 horsepower Velie M-5 engine. Later
the prototype had installed a Chevrolair
D-4 and a Cirrus Ensign engine.
"The production planes (eight total)
were powered with Kinner K-5s as the
one pictured. The Model A had full span
ailerons on the top wing . Span was 27
feet and the wing had an area of 200
sq. ft. Landing speed was 40 mph and
cruise was 90 mph. Top speed was 108
mph. It had a side-by-side seating ar­
rangement. Wings were spruce spars,
fabric covered, and fuselage was
welded steel tube and fabric covered.
The wing section was Clark Y. Most
components were interchangeable, i.e.
wing panels, struts and landing gear
legs.
"Production was set up by the Gran­
ville Brothers, but after eight were built,
the Depression ended the production as
it did many other airplanes of the period.
This airplane was the first to employ the
famous Gee Bee scalloped paint
scheme on the wings. It had wheel
brakes and a full swivel tail wheel that
was locked for take-off and landing.
Now this is what a Primary Aircraft
ought to be. "
Others who correctly identified the
airplane were : Jim Wright, Tullahoma,
TN ; Stan Piteau, Holland, MI; Frank M.
Paviliga, Cuyahoga Falls, OH ; Charley
Hayes, Park Forest, IL; James B. Hays,
Brownwood, TX ; Emil Strasser, Hawth­
orne, CA; Glenn Buffington, San Diego,
CA; C. Windsor Auten , Belmont, CA;
Dan Cullman, Lewiston, ID ; Jess
Shryack, Justin, TX ; and Robert F.
Pauley, Farmington Hills, MI. (Refer­
ences: "The Gee Bee Story" by Charles
Mandrake; "The Gee Bee Racers" by
Charles A. Mendenhall ; Aero Digest
April , 1931 ; Air Pictorial April and May,
1956 ; AAHS Journal, Fall , 1979.)
E. C. Garber of Fayetteville, North
Carolina sends a possible identification
for the Mystery Plane of October, 1984:
"I found a reference to McCarthy Aero­
nautical Engineering Co. in Grand
Rapids, Michigan and later in Detroit,
who built a two-place, semi-cantilever
monoplane. This is probably not much
but I offer it as a possibility." •
VINTAGE AIRPLANE 25
Letters To Editor Dear Gene,
one of the inaugural flights for that air­
line.
Thanks again for the wonderful article
Leonard, a Lieutenant at the time,
on my Stearman C3R. You really seem
used to run around with some Selfridge
to have caught the flavor of all the mi­
Field Majors - Brett, Brower, Royce
nute work we put into the project.
and Lanphier. I remember once when
Attached is a check to cover back
Bob Lindsay, the mechanic, and I were
copies of the January, 1985 issue of
routed out of bed at 4:00 a.m. and made
THE VINTAGE AIRPLANE.
to stand inspection by Leonard and
Thanks again for your help.
some of the above mentioned majors
after they were pretty well lubricated
Jeff Robinson
from a visit to the Sharon Bar. After giv­
(EM 15354, NC 5136)
ing us a rough time, running gloved
Box 4520
hands over dust covered furniture, we
12860 Muscatine Street
found they were on their way back to
Arleta, CA 91333
Selfridge to participate in winter exer­
cises - flying ski-equipped P1 s or P6's
to Alaska.
My point is that if Flo was a "low time
Dear Sir,
pi lot" in August, 1927, he sure flew a lot
between then and 1930. It is more likely
Reference is made to the December,
that Bob Baron, who is in his 80's,
1984 issue of THE VINTAGE
missed something.
AIRPLANE - page 16, "Mystery Plane".
Incidentally, Bob Baron has been real
My good friend and neighbor, Bob
sick the last year or so. I should add
Baron, is quoted as describing Leonard
that Eddie Stinson used to visit Hag­
Flo as a "low time pilot" who was a
gerty Field often - I had a ride with him
member of a flying club that Stout be­
once. Also, I was the last person other
longed to.
than his mechanic, who talked to Lowell
I don't know anything about the flying
R. Bayles on December 5,1931 before
club - but I do know something about
he was killed in the crash of the Gee
Leonard Flo. During the worst of the De­
Bee Model Z.
pression - on April 1, 1930, I started in
the Henry Ford Trade School and, hav­
Sincerely,
ing no place to stay, Leonard let me
sleep on a cot in the office at his Hag­
Lloyd A. Parker
gerty Field operation at Ford Road and
(EM 145876, NC 5232)
Wyoming in Dearborn.
24727 Princeton
The "equipment" consisted of a Barl­
Dearborn, MI 48124
ing NB-3, later a Bird CK and a Spartan
C-3. I took my dual in the Bird NC791 Y.
While this was some two years after
the Stout "Air Coach" incident, I take
umbrage at the "low time pilot" descrip­
Dear Gene,
tion . At the time I met Leonard he (1)
was flying P-1 pursuit planes at Self­
Many thanks for the copies of the
ridge ; (2) Had previously jumped from
January
1985 issue of THE VINTAGE
an MB-3A after pushing his mechanic
AIRPLANE. We do like that picture on
out after the plane broke up in the air.
the back cover! One of the copies I'm
He jumped at 400 feet. (3) Was private
going to set aside to be framed; the
pilot for the Governor of Michigan and
other will go in our scrapbook.
flew all over the state in a Curtiss Robin,
Thank you again for sending the
often using roads as landing strips; (4)
magazines, it's such a visual impact to
Had made two attempts to fly non-stop
see history and what the VOYAGER is
from Windsor, Ontario to Mexico City in
to be.
a Walters engined Spartan C-3. The
first was unsuccessful - the second
Sincerely,
was successful. (5) Was one of the orig­
inal pilots of Florida Airways. He made
VOYAGER AIRCRAFT, INC.
Jeanna Yeager
(EM 167759)
Voyager Aircraft, Inc.
Hangar 77
Mojave, CA 93501 •
26 APRIL 1985
MEMBERSHIP INFORMATION EAA
Membersh ip in the Experimenta l
Aircraft Association, Inc. is $25.00
for one year, $48.00 for 2 years and
$69.00 for 3 years. AI/ include 12 is­
sues of Sport Aviation per year.
Junior Membership (under 19 years
of age) is available at $15.00 an­
nual/y. Family Membership is avail­
able for an additional $10 .00
annual/y.
ANTIQUE/CLASSIC
EAA Member - $18.00. Includes
one year membership in EAA An­
tique-Classic Division, 12 monthly
issues of The Vintage Airplane and
membership card. Applicant must
be a current EAA member and must
give EAA membership number.
Non-EAA Member - $28.00. In­
cludes one year membership in the
EAA Antique-Classic Divison, 12
monthly issues of The Vintage Air·
plane, one year membership in the
EAA and separate membership
cards. Sport Aviation not included.
lAC Membership in the International Aerobatic Club, Inc. is $25.00 an­
nually which includes 12 issues of Sport Aerobatics. All lAC members are required to be members of EAA. WARBIRDS
Membership in the Warb irds of
America, Inc. is $25.00 per yea r,
which includes a subscription to
Warbirds Newsletter. Warbird mem­
bers are required to be members of
EAA.
ULTRALIGHT
Membership in the EAA Ultralight
Assn. is $25.00 per year which in­
cludes the Light Plane World pub­
lication ($15.00 additional for Sport
Aviation magazine). For current
EAA members only, $15.00, which
includes Light Plane World
publication.
FOREIGN MEMBERSHIPS Please submit your remittance with
a check or draft drawn on a United
States bank payable in United
States dol/ars or an international
postal money order similarly drawn.
Make checks payable to EAA or the
division in which membership is
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or the particular division at the fol­
lowing address:
WITTMAN AIRFIELD
OSHKOSH, WI 54903-2591
PHONE (414) 426-4800
OFFICE HOURS:
8:30·5:00 MON.·FRI.
Where The Sellers and Buyers Meet... 25¢ per word, 20 word minimum. Send your ad 10 The Vinlage Trader, Wittman Airfield Oshkosh, WI 54903-2591 . AIRCRAFT:
ACRO II - The new 2-place aerobatic trainer and
sport biplane. 20 pages of easy to follow, detailed
plans. Complete with isometric drawings, photos,
exploded views. Plans - $85.00. Info Pac ­
$5.00. Send check or money order to: ACRO
SPORT, INC., P.O. Box 462, Hales Corners, WI
53130. 414/529-2609.
ACRO SPORT - Single place biplane capable of
unlimited aerobatics. 23 sheets of clear, easy to
follow plans includes nearly 100 isometrical draw­
ings, photos and exploded views. Complete parts
and materials list. Full size wing drawings. Plans
plus 139 page Builder's Manual - $60.00. Info
Pack - $5.00. Super Acro Sport Wing Drawing ­
$15.00. The Technique of Aircraft Building ­
$10.00. Send check or money order to: ACRO
SPORT, INC., Box 462, Hales Corners, WI 53130.
414/529-2609.
" Poor Man's Antique" - 1941 Stinson 10A ­
Full elect. w/Nav-Com 90 hp Franklin, 20 hrs.
SCMOH. 200 hrs. since complete airframe rebuild.
August annual - excellent condition. New wood
prop, wheels, brakes, tires, battery, instruments
and upholstery. Enough parts to build 2nd engine,
including mags and carburetor. Spare prop and
miscellaneous airframe parts. Asking $7800.00.
For complete package call Fred, 201 /533-2358 or
201 /887-2520. (4-1)
POBER PIXIE - VW powered parasol- unlimited
in low-cost pleasure flying. Big, roomy cockpit for
the over six foot pilot. VW power insures hard to
beat 3'/2 gph at cruise setting. 15 large instruction
sheets. Plans - $47.00. Info Pack - $5.00. Send
check or money order to: ACRO SPORT, INC.,
Box 462, Hales Corners, WI 53130. 414/529-2609.
MISCELLANEOUS:
PIPER PA-12 - 150 hp. Flaps and balanced
elevators. Used for towing gliders. Ceconite fabric
and LOW time on new engine. Needs paint job and
upholstering to make a show airplane. 414/252­
4319. (4-1)
Original pen and ink illustration of your aircraft.
Send self-addressed, stamped, business-size en­
velope for FREE brochure to: CLOUD NINE DE­
SIGN, P.O. Box 321, New Albany, OH 43054. (3-1)
FAIRCHILD 24W46, 165 Warner. Three radios,
strobes, nav and landing lights. Neil Fuller, 4701
West Wackerly Road, Midland, Michigan 48640,
517/835-3833. (5-2)
Pietenpol and Corben propellers. Famous
"TROYER" pattern . Others for antiques and home­
builts. 4th. Street Aero, Box 53, Beloit, WI 53511.
608/362-3569.
For Sale - (4) cylinders, good condition, Cirrus
90-95 hp. Also 2 con. rods. All for $150.00, phone
612/822-1159. (4-1)
LUSCOMBE PIN - Silver plate on blue, for cap
or lapel, $3.50 ppd. Ed Jordon, Box 6533V, Ft.
Worth , TX 76115. (6-3)
WRIGHT J-5 Parts: Master rod , link rods, magna­
fluxed ok and a box of new miscellaneous parts.
$500.00. 581 /537-4945 evenings. (5-2)
WANTED TO BUY:
BACK ISSUES ... Back issues of THE VINTAGE
AIRPLANE (and other EM Division publications)
are available at $1.25 per issue. Send your list of
issues desired along with payment to: Back Issues,
EAA-Wittman Airfield, Oshkosh, WI 54903-2591.
Parts for sale: Tail feather parts for Curtiss Robin .
Mags for Continental A-40 and 8-cylinder Bosh.
Lawrence 2-cylinder engine parts - crank, rods,
pistons, heads, front cover, carb, etc. Call 507/387­
7519 after 8:00 p.m.
Stinson wanted - Best clean 108-3 Station
Wagon, non-metalized under $10,000. Lt. JG Tom
Messeder, Elizabeth City, NC 27909, 919/335­
1630.
Wanted: Complete child seat assembly for 1961 Cessna 150A. Write or call David Perry, 1300 Saratoga, #1911 , Ventura, CA 93003, 805/644­
0357.
ENGINES:
Curtiss OX Engine, dual mags, marine exhaust,
intake manifold and carburetor. Complete and free.
$4,000 O.N.O. 414/567-7861.
VINTAGE TRADER AD fORM Send check or money order with copy to Vintage Trader -
EAA, Wittman Airfield , Oshkosh, WI 54903-2591 .
Total Words _ _ __ Number of Issues to Run _ _ _____________________ Total $,_ _ __ Signature _ _ _ ____________________________ VINTAGE AIRPLANE 27
MEMBER'S PROJECTS... by Gene Chase
This beautiful, highly polished 1947
Cessna 140, N2182N, SIN 12418, was
rebuilt last year by Marvin Hendershot
(EAA 236394, AlC 8754), Rt. 1., Box
200-1, Jonesburg, MO 63351 . Marvin
purchased the plane from a salvage
yard in 1978 and during the next six
years he replaced both door posts, re­
wired the aircraft and installed an alter­
nator,
re-skinned
the
horizontal
stabilizer and rudder, installed the
Cleveland brakes and new tires, re­
placed the rudder cables, interior, all
windows and the windshield.
The engine work included a new oil
pump, cam followers, Slick mags and
harness, bearings and rings. The nee­
dle valve in the carburetor was replaced
and the crankshaft re-ground . Then the
old paint was removed, new trim added
and the plane polished from propeller
to rudder. Marvin and his partner, Don
Tate, both fly for Ozark Airlines and
have a 2,000 foot sod strip called Tight­
squeeze Field located about 50 miles
west of St. Louis.
Espie "Butch" Joyce (EAA 19740,
AlC 4199), Box 468, Madison, NC
27025 owns this good looking 1953
Beech Model D-35 Bonanza, N2139D,
SIN D-3484. He also owns a Waco
UPF-7 and bases both planes at Shiloh
field, eight miles northeast of Madison.
Butch is on the Board of Directors of
the Antique/Classic Division. •
• CLEAN
• SHINE
• PROTECT
For the discriminating Pilot and F.B.O.
who demand excellence in performance
products. RACE GLAZE® Polish and
Sealant is EAA's choice.
:a,~CEl
G1-:L.~ZEl
pO\\/h&
seo\On\
The EAA Aviation
Center's staff
uses RACE GLAZE
to preserve and
protect the
museum's price­
less collection of
aircraft.
' )wc t !t~ • MiaUUb
" tlhlilu
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i."".,......
CAUTION
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Removes Exhaust Stains
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Removes Oxidation
Resists UV Fading
Cannot Yellow
Unbelievable "Gloss"
List: $12.00 per bottle
EAA Price: $9.95 per bottle
EAA Case Price (12): $72.00
Above prices include shipping for Continental U.S.A. Only.
Send $9.95 for each 16 oz. bottle or save an extra $3.95 per bottle and send $72.00
for each case of 12 - 16 oz. bottles to:
EAA • Wittman Airfield. Oshkosh, WI 54903-3086
Wisconsin Residents Add 5% Sales Tax
28 APRIL 1985
STITS POLY-FIBER
• IS THE WORLD'S ONLY COMPLETE FABRIC COVERING
SYSTEM APPROVED BY FAA UNDER AN STC AND
MANUFACTURED UNDER AN FAA-PMA.
Classic owners!
Interior looking shabby?
~
• WILL NOT SUPPORT COMBUSTION.
• WITH POLY-FIBER FINISHES, WILL NEVER RINGWORM,
CHECK OR PEEL.
• IS THE LIGHTEST COVERING METHOD APPROVED UNDER
AN FAA-STC.
Finish it right with an
airtex interior
• IS THE MOST ECONOMICAL, CONSIDERING THE YEARS
OF TROUBLE FREE SERVICE.
Complete interior assemblies for do-it-yourself installation.
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•
• SAMPLE OF OUR NEW HIGH STRENGTH, LIGHT WEIGHT,
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• NEW 68 PAGE MANUAL #1, REVISION 13, WITH DETAILED
INSTRUCTIONS FOR FABRIC COVERING, REFINISHING
FABRIC SURFACES, AND PAINTING AIRCRAFT FOR
CORROSION CONTROL.
• LATEST CATALOG AND DISTRIBUTOR LIST.
•
Cushion upholstery sets
Wall panel sets
• Headliners
• Carpet sets
• Baggage compartment sets
• Firewall covers
• Seat Slings
• Recover envelopes and dopes
Free Catalog of complete product line. Fabric Selection Guide
showing actual sample colors and styles of materials: $3.00.
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•
I
VISA
I
I
TIMJ5. RE-UVE IT I
The fabulous times of Tumer. Doolittle, Wedell
and Wittman recreated as never before in this
6OO-page two-volume series. Printed on high
grade paper with sharp, clear photo reproduction.
Offical race results 1927 through 1939 - more
than 1,000 photos-3-view drawings-scores of
articles about people and planes that recapture
the glory, the drama, the excitemenf of air
racing during the golden years.
Volume 1 and 2 @ $14.95 each - add
$1.50 for postage and handling. Special ­
both volumes $28.50 postage free. Send check
or money order to: fAA Aviation Foundation,
Wittman Airfield, Oshkosh, WI 54903-3065.
VINTAGE AIRPLANE 29
EAA OFFICIAL
VIDEO
VHS & BETA
[EA~
J
~ ....................... FLYING AND GLIDER MANUALS
1929 - 1930 - 1931 - 1932 - 1933 Price: $3.25 ea_ppd_ SEND CHECK OR MONEY ORDER TO : 'The official EAA Founda­
tion video collection of­
fers these great tapes for
your viewing pleasure:
EAA '84 55 minutes of Fly-In excitement from pre-Con­
vention preparaton to the arrival of Voyager. Includes great Warbirds show scenes . $52 .00 EAA OSHKOSH '83 A 26 minute film covering the complete '83 Convention and the dedication of the EAA Aviation Center. $39.00 EAA OSHKOSH '77 The '77 Convention plus excellent excerpts of the Spirit of St. Louis Commemorative Tour. $39 .00 AERONAUTICAL ODDITIES 17 minutes of fun featuring the oddities and comedies of the early flight as seen in news­
reels of the day. A great addition to your personal library. $29 .95 WE SAW IT HAPPEN 60 minutes covering the history of flight as seen in rare early footage and interviews with many aviation pioneers. $59.00 WINGS ON DREAMS (1 981) This famous John Denver film is an in-depth look at EAA Oshkosh '81 and features ground breaking ceremonies for the Aviation Center. $29.00 BASIC AIRCRAFT WE LDING Learn the intricacies of welding with practical demonstrations on the subject. An excellent film for the builder. $39.95 IN PURSUIT OF DREAMS - New Release EAA member actor/pilot Cliff Robertson is narrator host of a film that features Founder Paul Poberezny and tells of EAA's early days, philosophy and accomplishments. $29.00 (16 minutes) BASIC AIRCRAFT WOODWORKING - New Release
Woodworking knowledge is essential to any
homebuilder project. This tape covers the
basics of wood construction techniques.
$39 .95
EAA AVIATION FOUNDA TION, INC. WITTMAN AIRFIELD ­
OSHKOSH, WI 54903-3065 Allow 4-6 Weeks for Delivery Wisconsin Residents Include 5% Sales Tax THE JOURNA L OF
THE EARLY AEROPLANE
I
SAMPLE ISSUE $4 ]
15 CRESCENT RD. POUGHKEEPSIE, N.Y. 12601
Add $2.50 for postage and handling Wisconsin residents add 5% sales ta x Guaranteed Immediate Delivery Watch for New Releases It's Exciting! It's for Everyone!
See this priceless coillection of rare, historically
significant aircraft, all imaginatively displayed in the
world's largest. most modern sport aviation museum. Enjoy the many educational displays and
audio-visual presentations. Stop by - here's
something the entire family will enjoy. Just
minutes away!
EA~
~ FOUNDATION
l""'~~ Wittman Ai rfie ld
414-426-4800
30 APRIL 1985
Oshkosh , WI 54903-3065
HOURS
8:30 to 5:00 p.m.
Monday thru Saturday
11:00 a.m. to 5:00 p.m.
Sundays
Closed Easter, Thanksgiving. Christmas
and New Years Day (Guided group tour arrangements must be made tv,.{) weeks in advance).
CONVENIENT
IDeATION
The EM Aviation Center is located on
Wittman Field. Oshkosh, Wis. - just off
Highway 41. Going North Exit Hwy. 26 or
44. Going Sooth Exit Hwy. 44 and follow
signs. For ny-ins- free bus from Basler
Flight Service.
AI\IATf;UR-RUILT AJRC
S~~RVICE AND 1't1AINTRl'
M ..\NUAL
t:XPRRIMENTAL
AIRCRr\t-r
ASSOCTATION
CUSTOM
AIRCRAFT
BUILDING
TIPS
TIPS
TIPS
TIPS
TIPS
TIPS
TIPS
TIPS
TIPS
BUY 3 - GET 1 FREE... *
EAAProblem Solvers!
The EAA Aviation Foundation has
established an excellent library of
manuals, technical publications,
design aids and log books. We call
them ''the problem solvers". If you
are a builder, restorer or enthusiast
who is looking for answers . . .
you'll find them here. To make a
good deal even better . . . buy any
three publications and get *SPORT
AIRCRAFT YOU CAN BUILD OR
BUY (a $6.50 value) absolutely
free.
EA~
Basic Hand Tools, Vo. I ....... .... $ 3.65
Custom Aircraft Building Tips, Vol. 4 .. 3.50
Powerplant Handbook - CAM 107 ... 4.50
Aircraft Maintenance Manual CAM 18 .. . .................... 4.50
The Sport Plane Builder ........... 17.95
Wood Aircraft Building Techniques ... 7.95
Firewall Forward - Tony Bingelis ... 19.95
Aircraft Dope and Fabric ............ 8.95
Refinishing Metal Aircraft .... ... ... . 4.95
Light Plane Prop Design, Selection,
Maintenance .... ......... ...... 4.95
How to Install and Finish Synthetic
Aircraft Fabric .... .............. 4.95
Aircraft Weight and Balance ......... 5.95
Sheet Metal Construction and Repair . 5.95
Electronic and Radio Installation ..... 5.95
Aircraft Bonded Structure ........... 3.95
Aircraft Reciprocating Engine ...... . . 5.95
Aircraft Painting and Finishing ... . ... 5.95
Aircraft Fabric Covering ............ 4.95
Welding Guidelines ................ 8.95
Ignition and Electric Power Systems .. 5.95
The Custom Built Sport Aircraft
Handbook ..................... 3.25 EAA Aircraft Show Judging Standards . . 1.00
Hangar Plans ............. ..... . . .. 5.00
Comprehensive Guide to
Airfoil Section ............... . ... 19.95
Theory of Wing Sections ............. 9.00
Amateur-Built Aircraft Service &
Maintenance Manual ....... ....... 3.50
Ultralight Pilots Log ............ . ... 1.75
Ultralight Engine & Aircraft Log .. . ... 1.75
Pilot Reports & Flight Testing .. . ..... 3.65
This is EAA ...................... 3.25
The World of Sport Aviation . .... . .. 14.95
Aircraft of the EAA Museum ......... 2.00
EAA International Cookbook .. ... . . .. 7.95
EAA Aircraft Placard & Passenger Warning
Set (Stainless Steel) . . ... .... . ... 4.00
SPORT AVIATION First Magazine .... 2.00
Each additional Issues ........... 1.50
VINTAGE AIRPLANE, ULTRALIGHT
and WARBIRD Back Issues . . . . . . . . 1.25
Techniques of Aircraft Building ...... 10.00
EAA Amateur Log Book . . . . . . . . . . . .. 1.75
EAA Pilot Log Book ... ...... . . . . . . 1.75
EAA Propeller Log Book ......... . .. 1.75
EAA Engine Log Book .. ... . ....... 1.75
U. S. or Foreign Postage for surface mail is
$1 .00 for the first book and 50¢ for each addi­
tional book. Foreign Air Mail is possible if
you write for details and list the books you
want. Wisconsin residents - add 5% sales
tax. Allow 4 - 6 weeks Tor delivery. While the
supply lasts .. . prices in effect until June 30,
1985.
EAA Aviation Foundation Wittman Airfield
Oshkosh, WI 54903-3065